Custom Clamshell TR3

Transcription

BRITISH MOTORING
MOSS MOTORS LTD. | VOL 23 | NO 1 | WINTER 2005
Custom
Clamshell
TR3
Wheel Fashionable:
Plus-Sizing Pros & Cons
• 2004 Auction Highlights: Brit Cars Break Records
• Stop It! Moss’s New Big Brake Kits
• Coast-To-Coast Car Shows
L.A., Bay Area, San Diego, Michigan, New Jersey
• All About Collector Car Insurance
• Spridget Value Guide
www.britishmotoring.net
Order Value Discount: The More You Buy, The More You Save.
Header
MOSS MOTORS LTD.
VOL 23 | NO 1 | WINTER 2005
www.britishmotoring.net
TECHNICAL
16 Tire & Wheel Plus-Sizing
EDITOR
Tom Morr
Oversized rims for aesthetics
and performance
CONSULTING EDITOR
Ken Smith
19 Bigger Brakes
Modern technology increases
MG and Triumph stopping power
ART DIRECTOR
Gary Smith, PerformanceDesign,
www.performancedesign.net
34 British Value Guide:
Sprite & Midget
PRODUCTION MANAGER
Kathi McCallum
Affordable Brit fun-fests
TRAFFIC MANAGER/CLASSIFIED ADS
Christine Knight, (805) 681-3400 x3061
FEATURES
12 Clamshell TR
CONTRIBUTORS
Kelvin Dodd, Rick Feibusch,
Jon Gonzalez, Steve Kirby,
Lance Lusignan, Jim McGowan,
Kyle Mitchell, Andrew Schear,
Phil Skinner
A professor’s daily-driver 3A
22 Car Show Spectacular
British car meets attract
enthusiasts nationwide
EDITORIAL ADVISORS
Giles Kenyon, Eric Wilhelm,
Harry Haigh, Mike Chaput
26 Classic Car Insurance
ADVERTISING
Automedia 2000, Inc.
5285 Kazuko Ct. Unit B
Moorpark, CA 93021
(805) 529-1923 x209
[email protected]
Choosing the best coverage for
your sportscar
28 2004 Auction Action
British Motoring is published for Moss Motors,
Ltd., by Automedia 2000, Inc. It is distributed
with the understanding that the information
presented within is from various sources
from which there can be no warranty or
responsibility as to the legality, completeness,
and accuracy. All materials, text, illustrations,
and photographs are the property of British
Motoring and cannot be reproduced in whole
or part or altered without the written consent
of Moss Motors, Ltd.
British sportscar values
continue to rise
Editorial inquiries are welcome, but we
recommend that contributors query in
advance. Moss Motors, Ltd., reserves the
right to use materials at its discretion, and we
reserve the right to edit material to meet our
requirements. Send contributions to British
Motoring, 440 Rutherford St., Goleta, CA 93117,
USA, [email protected].
3 Editorial
4 Reader Letters
6 Hot Products
8 News
11 Tech Q&A
32 Readers’ Cars
36 Events Calendar
37 Car Mart Classifieds
2 | Winter 2005 • British Motoring
31 Heit Of Healeydom
Jim Heit gives a ‘63 BJ7 the
concours treatment
DEPARTMENTS
ON THE COVER:
Dr. Noble Eisenlauer built his “poor
man’s Jag” to be a dependable daily
driver. Main cover image and Contents
photo by Andrew Schear; cover inset
courtesy Noble Eisenlauer.
Header
Editorial
Emissions Laws
By Ken Smith
As Goes California,
So Go The Other 49
R
ecently, we had occasion to
write to California Governor
Arnold Schwarzenegger (aka “The
Terminator,” “The Governator”) to
ask for his assistance in terminating
Assembly Bill 2683, which constitutes
a direct attack on the future of the
old-car hobby. Jay Leno even made a
personal call to the governor, asking
him to veto this bill.
As background, legislation
authored by Senator Quentin Kopp
that exempted cars over 30 years old
from California’s biannual emissions
test was passed a few years ago.
Initially, pre-1974 cars were exempt
from smog-testing, and the cut-off
would roll forward one year annually.
However, despite our entreaties,
AB2683 passed, repealing Senator
Kopp’s bill and effectively ending the
30-year rolling exemption. Now, all
cars from 1976 models onwards are
subject to smog-testing.
Apparently, legislators and the
California Air Resources Board
(CARB) are determined to eliminate
older cars from our roads through
continuous attempts at punitive
legislation, in spite of the popularity
of the hobby in this state and the fact
that California has one of the best
climates in the country for preserving
automotive history.
Despite efforts from automotive
industry lobbyists such as SEMA
(Specialty Equipment Market
Association—www.sema.org),
California legislators failed to consider
all the economic and emissions
ramifications: Collectible cars are
insured, driven with care, involved
in very few accidents, accumulate
low annual mileage, and are often as
well maintained as possible (given
their age and parts availability). We
ourselves know of at least two MGBs,
three Triumphs, a Jaguar XJS, and
several others that will now be laid up
for lack of registration, off the road as
a result of this legislation passing.
For our part, removing hundreds
of our classic cars from the roads
likely means that the necessary supply
of spare parts, on which enthusiasts
depend, might dry up—a shrinking
market might not make some parts
worth the cost of reproducing. And
moreover, a laid-up car has no need
of the many parts available from
Moss Motors, and therefore we lose
overall sales. Fewer sales equal less
sales tax going into the state’s alreadythin coffers...
However, all is not lost. The
good news is that the Association
of California Car Clubs (ACCC)
sponsored a bill that defines in the
Vehicle Code what a collector car is.
The bill passed and was signed by
the governor. This, and additional
future legislation, may well be a
foot in the door to make older, low-
ADVERTISE IN
annual-mileage hobby cars emissionsexempt in the future. Owners of
classic special-interest cars need to be
distinguished from those who drive
(often uninsured) clunkers instead of
everyone being lumped in a general
“old cars” category. The primary goal
is emissions-test exemptions based on
low annual mileage. The ACCC has
also hired John Dunlap, former head
of the California Air Resources Board,
to act as lobbyist. He knows his way
around Sacramento and the inner
workings of CARB.
Non-Californians shouldn’t
be complacent. History shows that
California emissions regulations have
a way of being adopted in other states.
Do not think for one minute that this
couldn’t happen in your neck of the
woods, be it Alabama or Alaska. The
threat is a real and present danger! We
urge all California car-club members
and anyone who owns a classic/specialinterest vehicle to join The Association
of California Car Clubs, 10820 Holmes
Ave., Mira Loma, CA 91752,
www.acccdefender.org.
BRITISH MOTORING
Reach Active British Sportscar Owners
Moss Motors is now extending limited advertising
opportunities in this magazine. British Motoring
reaches the largest British sportscar audience in North
America and is mailed free to all Moss customers
who’ve actively ordered parts within the
last 18 months.
Advertising openings are now available for classic car
insurers, auction houses, distributors of Anglophile
items and more. (All ads subject to approval by Moss
Motors.) See www.britishmotoring.net for our
extremely affordable rates or contact us
for more information.
Demographics
Males 30-45: 30%
Males 45-49: 19.3%
College graduates: 32%
Median household income: $72,000
Display Ads: Tom Morr, Automedia 2000, (805) 529-1923 x209
Classified Car Ads: Christine Knight, Moss Motors, (800) 235-6954 x3061
Winter 2005 • British Motoring | 3
Header
Reader Letters
Healey Adventure
I’ve owned my 1963 Austin Healey BJ7
for 20 years. After retiring, my wife
Pat and I have driven the car from
coast to coast and border to border.
Our greatest adventure was in 2000,
when we shipped our car to England
along with other Healey enthusiasts
and spent three weeks driving
through Scotland, Wales, and England
(including visiting Perranporth,
Cornwall, the home of the late Donald
Healey). In 2002 we attended the 50
Year Healey Anniversary Open Roads
International Conclave at Lake Tahoe.
After Conclave we headed for Napa
Valley, California, up the Pacific Coast
to Victoria, B.C., and then across
Southern Canada to Sauté Ste. Marie
and home to Georgia, covering over
7,600 miles.
In 2003 following Conclave in
Tyson’s Corner, Virginia, we drove
from Southern Ontario to Nova Scotia
and back to Atlanta. This year, we
drove to Conclave in San Antonio,
Texas, followed by a post-Conclave
tour through south and west Texas
before returning home. By the way,
our car took first in class at the last
two conclaves.
We also own a 1971 MGB. Thanks
to Moss Motors, it’s nearly complete.
—Louis Ballard
engineered into the vehicle and
were only made worse with the
introduction of the TR3A. The
original TR2/TR3 featured a smallmouth grille that actually acted as a
shroud to force 100% of the air to pass
through the vehicle’s radiator. With
the introduction of the TR3A, this
concept was discarded for style and
not for “better cooling.”
Making matters worse, the
action of the windmill-style fan is
of little help to force air through the
radiator, especially when the engine
compartment is already fi lled with air
that has passed around the radiator.
Proof of this can be seen in the
modification sold by Moss to shroud
the airflow back into the radiator per
the original design.
In England, there’s little worry
about overheating. Perhaps that’s
why a good deal of engineering went
into providing a bypass that routes
coolant around (instead of through)
the radiator. The OE thermostat was
an elaborate device with a shell that,
when fully opened, would restrict the
coolant from bypassing the radiator.
At any other time, coolant can bypass
the radiator. This part is no longer
available, and using a standard
thermostat without modification to
the plumbing is not effective to keep
the engine cool.
Congratuations on using your car the
way Donald Healey intended.
TR “Value Guide” Kudos
As someone who currently owns
his third TR3 and has driven TRs
off and on since 1966, I read with
great interest Rick Feibusch’s “TR
Value Guide” article. Rick hit the
nail on the head when he mentioned
problems with overheating in traffic.
The cooling system problems were
Two other factors that affect
temperature are fuel mixture and
quality. Proper mixture affects the
running temperature, and highergrade gasoline actually burns cooler,
not hotter. The good news is that we
now know how to eliminate all of
these faults. The TRA group has a flier
that details the simple modifications
required for the plumbing and also the
type of fan to use. After making these
changes, my 1958 Triumph handled
heavy Orlando, Florida, traffic in July
without getting anywhere near the
boil-over point.
These fans, which existed
during TR2 production, are much
more efficient than the electric
fan modification and do not draw
valuable power away from the alreadyinadequate charging system.
The article’s assessment of vehicle
value seems very fair and reflects the
asking price of three fine examples
shown in that issue’s classifieds. Not
that I’m complaining, but perhaps
it’s the availability of good parts and
services from companies like Moss
that has prevented the British car from
becoming more valuable.
—Rich Wagner
XJS Fan
I was very interested, and even
encouraged, to read the article on the
Jaguar XJS. I have owned, and driven
daily, an XJS-C (cabriolet) for 16
years—the longest I have ever owned
any car, by far. This car is comfortable,
fast, and the best long-distance drive
you could wish for. On California
Highway 99, a test for any car with its
concrete surface and expansion strips,
it rides far better than the 1999 XJ8VP I owned until recently.
What has always intrigued me is
the complete disdain with which the
XJS-C is treated by Jaguar “purists”
and even Sports Car Market, which
hops right over the “S” to the “K” in
its valuation lists. Another fact: Go
to any car meet and you can buy a
miniature of the most obscure model
imaginable. But just try to find an
XJS—you won’t.
I enjoy the magazine, Moss’s
informative catalogs, and the annual
Moss-sponsored events such as the
Buttonwillow British Extravaganza.
I am getting close to completing a
ground-up restoration of an Elva
Courier to vintage-racing standard,
and Moss has been a great help.
—Jack Bennett
Reader Letters
XJS V-6 Disrespect
As the owner of a Jaguar XJS, I was
pleased to see this car featured in the
Summer 2004 issue. The article was
informative and fact-fi lled but unfairly
dismissed the 6-cylinder models.
Despite John Rettie’s assertion
that the 6-cylinder models “do not
provide the same svelte character
that’s bestowed by the 12-cylinder
engine,” it is worth emphasizing
that the 6-cylinder models are less
expensive to maintain and repair (as
noted by Rettie), and yet they provide
very similar performance to that of
the 12-cylinder-equipped cars.
For example, for 1994 (the
year of my 6-cylinder XJS), the 12cylinder engine produced a claimed
278 horsepower versus 219 for
the 6-cylinder engine. While the
difference is considerable, it is not
overwhelming, considering that the
12-cylinder-equipped cars weighed
more than the 6-cylinder cars (326
more pounds in convertible form and
248 additional pounds in the coupe).
Additionally, these cars are
hardly “sportscars” in the traditional
sense, and so a few tenths of a second
difference in 0-60 mph times is
perhaps not an important yardstick
for such cars. Heavy (at 3,805-4,306
pounds) and lacking even a manual
transmission option for the 12cylinder model (at least by 1994), the
XJS is best appreciated as a luxury
touring car, not as a “sportscar.”
It is also worth noting that the
12-cylinder models were virtually
phased out in the later years of XJS
production, whereas the 6-cylinder
cars became relatively more plentiful.
The market was, apparently, voting
more in favor of the 6-cylinder models
as time went on.
Perhaps some will still favor
the 12-cylinder despite the weight
penalty and the significantly increased
maintenance and repair costs, but
the 6-cylinder models offer very
good performance at less cost, and
they should perhaps be appreciated
for these practical and important
benefits–as apparently an increasing
number of XJS buyers did when
the cars were new. By the way, the
photography by Scott Dahlquist was
very nice.
—Reid Trummel
The photography was actually the
impetus for the XJS story. Further, we
specifically asked John Rettie to devote
more space to the V-12s simply because
of the “American more-better” caché
attached to cars that have more than
eight cylinders.
MGTC Production
The Winter 2004 issue was just grand.
However, I am curious about the
MGTC production count on page 13
of 23,456 in 1947. Let me know if this
is correct or a misprint.
—Fred H. Renner
Oops, our pudgy paws hit too many keys
and we didn’t catch the error before the
magazine printed. According to Anders
Ditlev Clausager’s book Original MG
T Series, 1947 MGTC production was
2,346 based on figures sourced from the
Production Control Department of the
Abingdon factory.
Chrome Bumper Feedback
Waxing Poetic
My husband, who has
restored his ’72 MGB
with a lot of parts
and inspiration from
Moss Motors, will
use any maneuver
to bring the topic
of conversation
around to this little
red car. No problem
now—with the great
tie our son-in-law
found for him. Here’s
a photo and poem I wrote, inspired by
his devotion to this car. See this grin:
It’s the same one he gets every time he
gets behind the wheel of his roadster.
—Deborah Mann
Accessorize
William is proud of his new tie—
The British flag—and this is why:
He’ll wear it in his MG Car.
He’ll wear it here, he’ll wear it “thar.”
He’ll wear it through the summer days
With the top down to catch some rays.
And if the winter snow should fly,
He’ll wear longjohns, hat, scarf AND tie.
Yes, William’s proud of his new tie—
The Union Jack—and this is why:
It goes well with English roadster.
He eats, sleeps, and breathes MG, sir.
I enjoyed the MGB Chrome Bumper
Conversion article in the Summer
’04 issue. I thought people might like
to see the conversion I performed on
my ’79. I elected to not install a grille,
which gives a Cobra-like appearance.
Also, I think it looks cleaner without
bumper guards. I haven’t installed the
chrome-bumper parking lights yet, so
I’m temporarily using the ’79 lights.
(The proper holes are behind the ’79
parking lights.) I did all of the work
myself, including straightening a bent
front valance and making a template
for my ’70 parking lights. As you can
see, there’s the chrome-bumper look,
the rubber-bumper look, and the
personalized look. (I’d like to use the
Moss kit for my other ’79.)
—William M. Larson
We welcome all letters. Ones that are
concise and entertaining are most apt to
appear in the magazine. We reserve the
right to edit letters for clarity and style.
Please send us your feedback at British
Motoring, 440 Rutherford St., Goleta, CA
93117, [email protected].
Digital-image requirements: minimum
three megapixels (2048x1536 pixels or 5x7
inches @ 300 dpi), TIFF, Photoshop (PSD),
JPEG, or EPS formats (no GIFs or inkjet/laser
prints, please).
Editorial
Hot Products
Kas Kastner’s
Triumph Preparation Handbook
This collection of invaluable technical
tips and historical stories is by the writer
of the original competition manuals.
Now 35 years later, times have changed
and so have the cars. From commonsense assembly secrets to the latest
in lightweight racing parts, there is
something for every Triumph enthusiast
in this book. It’s 272 pages with 246
photos and covers Spitfire, GT-6, TR-3,
TR-4, TR-250, and TR-6.
213-745 $34.50
Gaz Front Strut Inserts
For TR7 & TR8
Packaged as a matched
set, GAZ inserts feature
external adjustment,
double-lip seals, and
zinc-plated bodies.
They’re valved for
fast road and sport
applications.
871-005 $349.95 pair
Four-Piston Brake Kit For TR4A-TR6
The best way to replace your antiquated
front brakes is with one of these
kits, which include modern 4-piston
calipers, heavy-duty pads, cross-drilled
and slotted rotors, four stainless-steel
braided brake hose, all required hardware,
and thoroughly illustrated installation
instructions. See page 19 for more details.
586-718 $899.95
Mityvac Fluid
Transfer Pump
A vital addition
to every tool
kit, this pump
is useful for
transferring
liquids or can even be used as an inflator.
Fill or drain gearbox or differential,
includes hose reducer and pickup
tube that will fit down many engine
dipstick tubes.
386-275 $14.95
MG TD/TF Steel Toolbox
Prone to rusting, many toolboxes are
now so patched that it is time to make a
fresh start. Available just in time for the
winter lay-up, it’s time to detail the engine
compartment for another year of trips
and meets.
451-895 $124.95
Hoodie Sweatshirts With Logos
These heavy-duty hoodies are made of
100% cotton. Preshrunk, they’re suitable
for keeping your ears warm during those
cold snaps. Plus, the front pocket can be
used for hand-warming or possibly even
for suckling small wallabies.
013-470, 013-488 $49.50
800.667.7872 • 805.692.2525 • www.mossmotors.com
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Header
News
New MG Minivan
By Ken Smith
20 Years Ago In
Moss Motoring
British Extravaganza
Turns 10 In 2005
The Winter 1984 edition of Moss Motoring
featured the new Custom Deluxe seat
kits that Moss manufactured in our
upholstery facility for the MGB and the
Triumph TR6. An inside page feature
depicted step-by-step instruction for
fitting these fine products, and a related
article covered the care and maintenance
of leather. Tech tips addressed such
diverse yet timeless topics as wire wheels,
cylinder head studs, and toggle switches.
Moss Motors and VARA will team up
for the tenth year running for the
2005 British Extravaganza. Held at
Buttonwillow Raceway near Bakersfield,
California, the anniversary bash will
happen May 14-15, 2005.
In addition to the usual VARA
vintage races, Moss car show, and
barbecue followed by a no-holds-barred
karaoke spectacle, the 2005 British
Extravaganza will have several special
features. For one, 2005 will be the 50th
anniversary of the MGA, so that model
will be honored accordingly.
As a special treat, John Sprinzel
will make a rare guest appearance at
the Extravaganza. Vintage rally fans
know Sprinzel as one of the sport’s true
legends. Trained as an RAF pilot, Sprinzel
began racing motocross and crewed for
ocean-racing sailboats before taking up
rallying in 1955. He formed the tuning
firm Speedwell in 1957, then joined the
BMC Abingdon works rally team. Sprinzel
tied for first place in the 1958 BTCC
(Touring Car Championships) and won
the British Rally Championship and the
British Trials and Rally Drivers Gold Star
Championship in 1959.
In 1960, Sprinzel joined the Donald
Healey Motors Company and formed
their London-based tuning division. Next,
he prepared and campaigned a Sprite
Still stitching: Moss’s in-house upholstery
shop predates this publication.
In “Club Corner,” Lawrie Alexander
gave a comprehensive schedule for
organizing a British Car Club in your
area. These suggestions are still valid
today, and reprints of this article are
available for those of you wishing to get
British car enthusiasts together in your
particular area.
Finally, how about an Austin-Healey
100-6 for $5,500? Or a ‘59 MGA roadster
for $4,500 or a fine ‘67 MGB roadster
with hardtop at 2,500 bucks? These
were just a few of the many cars offered
in the “classic-fied” advert section twenty
years ago!
The last time MG built a van was
British driving legend John Sprinzel will
be the special guest at the 2005 British
Extravaganza.
in the European Rally Championship, the
forerunner of today’s WRC. Sprinzel also
won his class at Sebring in a Sprite. Other
career highlights include driving for the
Triumph TR3 works team, captaining the
TR4 team, and competing in international
rallys in MGs, Rovers, Fords (UK and USA),
Peugeots and Saabs.
In the UK, Sprinzel Racing expanded
to 14 car dealerships, selling a variety
of British, German, Italian, French,
and Swedish cars. Upon retiring from
competitive motorsports, Sprinzel worked
as a TV commentator, author, and even as
a professional wind-surfer. He currently
lives in Hawaii and still owns a Frog-Eye
Sprite. We encourage all British sportscar
and rally fans to meet John Sprinzel in
person at Buttonwillow this coming May.
News
News From The UK British Car Scene
TVR Goes Red! Well-respected
company TVR based in Blackpool,
England, was sold to Russian sportscar
enthusiast Nikolai Smolenski. TVR has
been struggling with high engineproduction costs and build-quality
problems, delaying the intended
launch of the brand in the lucrative
American market. Former owner Peter
Wheeler, who bought TVR in 1982, will
remain on the board.
Bentley Blows Up Sales! Bentley sales
experienced a staggering rise last
summer. In June 2004, the company
sold 311 vehicles–compared to just
14 cars in June ‘03. Credit goes to
the Bentley GT Coupe, which is still
changing hands at a premium.
MG/Rover–”Soy Sauce With That?”
Still troubled by financial problems and
possible labor disputes, MG/Rover held
talks with the creditors of the formerly
Korean-owned Daewoo FSO, before
embarking on partnership discussions
with Proton and the Shanghai
Automotive Industry Corp. Shanghai is
reportedly interested in buying a major
stake in MG/Rover, which the MGR
directors vehemently deny. A possible
deal with China Brilliance collapsed last
year after internal problems. Rover has
been seeking international partners for
some time to help it bear the cost of
developing new models. (Reminds us of
baseball owners who vehemently deny
that they are about to fire the manager–
then he’s gone!)
The 500,000th Mini to roll off the assembly
line in Oxford, England, was delivered to Dan
Cowdery at Long Beach Mini in California.
Mini Sells Half A Million! Last August,
Mini achieved a milestone as the halfmillionth car left the production plant at
Oxford. The 500,000th car, a dark silver
Cooper S bound for the USA (Mini’s
second-biggest market after the UK),
was the latest in a total of 375,000 that
have been exported. The historical
production figure was achieved in half
the time that BMW thought possible.
That same day saw the launch of the
Cooper “S” convertible. Just shows what
can be achieved if you have the courage
to export a popular brand to the States.
How about it, MG/Rover?
Nothing Beats an Original.
Austin-Healey enthusiast? Then it’s time you met the Austin-Healey Club USA.
We are a national club with BMC factory club heritage. We offer members numerous
important benefits, including our award-winning Austin-Healey Magazine, the Austin-Healey
Resource Book, technical assistance, and contact with thousands of Austin-Healey owners
from coast to coast.
Please visit our website to learn more: www.healey.org. Annual dues are still just $35, all
inclusive. Join now and let us help you to maintain and enjoy your Healey!
1-888-4AHCUSA • [email protected]
News
Vintage racers will live out their dreams once again at the 2005 Walter Mitty Weekend.
All Roads Lead To Atlanta In April
For the second consecutive year, Moss
Motors will co-sponsor HSR’s Walter
Mitty Weekend at Road Atlanta April
28-May 1. In conjunction with Classic
Motorsports magazine, Moss will host
the event’s MG-Triumph Challenge as
vintage racers vie to see who’s the best
of the Brits. This year, both MG and
Triumph racers have chosen this to be
their focus event, so the competition
will be hot.
“Moss Motors is honored to be
involved with the Mitty again this
year,” says marketing manager Kelvin
Dodd. “We got a taste of the event
last year and had a great time, despite
very British weather. This year, we look
forward to seeing a record number
of competitors on the track and the
support of local British owners and
clubs.”
Road Atlanta is a 2.54-mile course
set in the rolling red clay hills of Georgia,
about 40 miles northeast of Atlanta. It
features 12 challenging turns, including
its famous “esses” and the tricky Turn 10.
SVRA used to hold the MG Safety Fast
Championship at Road Atlanta in the
1980s. Camping is available at the track.
In addition to the vintage races,
the Classic Motorsports Autofest will
include a car show, an autocross, and
tech seminars. “This event is a great
way for us to meet our customers and
distributors in the Southeast,” Moss
man Kelvin Dodd states. “It should be
a hectic weekend, but we still plan to
enjoy a Newkie Brun or two with old
and new friends in Atlanta.” For more
information and registration forms, visit
www.classicmotorsports.com and www.
roadatlanta.com.
new axles, TF rear shocks, and negativeground electronics.
Following the MG is Rick’s “TD-BT”
bedroom trailer. He custom-built the MGified 260-pound tag-along with a pop-up
tent, 12” wheels, 11” “sideboards,” TD
wings, taillights, bumper and MG insignia,
and custom tonneau cover.
The Milwaukee and Great Lakes MG
Motorcar Group gave enthusiasts frequent
updates through the “Rick On The Road”
column on its website (www.mg3club.
org). Rick’s hometown paper, The Magnolia
News, also followed Rick’s exploits in a
“Travels With Maggie” series of articles.
In addition to sponsorship from
Moss Motors, Magellan also assisted
Rick with its RoadMate 700 GPS
navigation system. Look for a feature
article on this trip in the next issue of
British Motoring.
10,000-Mile TD Trek
Moss Motors was proud to sponsor MG
owner Rick Malsed on his three-month
North American tour. Departing on July
12, 2004 from his hometown of Magnolia,
Washington, Rick set out to visit 40 states
and Canada. The trip included stops at
several high-profile British car events en
route: GOF West in British Columbia, the
MG Summer Party in Grand Rapids (see
coverage in this issue), the T-Register’s
GOF at Watkins Glen, New York, and Al
Moss’s High Country Tour of Sedona,
Arizona, to name a few.
Rick’s car is a ‘52 MG-TD that he calls
MaGgie (after his hometown, Magnolia).
It’s painted Austin-Healey silver blue-gray
with black wings and has been updated
with a 1,500cc engine, a 5-speed gearbox,
Rick Malsed’s 10,000-mile MG trip covered
the same mileage as if he’d driven from
Seattle to South Africa. Co-piloting throughout was Rick’s little Shih Tzu Maggie, who
shares a name with the MG-TD.
Header
Tech Q&A
Jag XJ-S Axle ID
I am working on the rear brakes
of a Jaguar XJ-S. How do I
determine if it has a Dana rear end?
—Cliff Singer
Q
Take a look at the side of the
rearend assembly where the stub
axles come out of the differential case.
The flange that holds the stub axles in
place has 3 bolt holes on the Hotchkissstyle Dana unit; the Salisbury-style axle
has 5 bolt holes. In addition, the bottom
of the Dana unit is flat with no drain
plug; the Salisbury unit has a hump and
an oil drain plug.
A
Jag rear-diff comparison: Dana (left) and
Salisbury (right).
Knowing which diff the cars has is
critical for ordering replacement rear
brake rotors: Rotors for the Dana axle
has access holes at 120 degrees, and the
Salisbury axle has them at 72 degrees.
By Kelvin Dodd
In almost all instances, brake systems
seal on the pipe seat, not on the threads.
(One exception is some brake pressure
switches, which employ pipe thread.)
Using Teflon tape to seal non-pipe-thread
fittings is asking for trouble—the primary
seating surface is designed to handle the
sealing pressures. If these seats are not
secure, Teflon tape on the threads may
mask the problem at low pressure and fail
without warning under high-pressure or
emergency use.
Teflon tape or liquid pipe dope can
be a useful thread lubricant in some
situations when connection threads are
damaged or corroded to prevent the
threads from galling further. An example
of this would be oil cooler lines, which do
have problems with corrosion between
the alloy cooler fitting and steel line
fitting. In this case, the Teflon lubricates
and protects the threads from external
moisture.
If you’ve replaced the brake lines,
break the leaking ones and check to make
sure that the seating surfaces are in good
condition with no cracks or scarring. Use
a pipe-fitting (“line”) wrench (these grab
all of the nuts’ shoulders and are available
from Sears and many auto-parts stores)
and retighten the fittings. Hopefully with
the correct tool you will have less of a
worry of damaging the nuts.
Brake Line Sealing Tricks
I installed new brake lines and
some of the joints are leaking.
Is it okay to use plumbers’ Teflon tape
to seal the joints? Will the tape be
attacked by brake fluid? I’ve tightened
the connections as much as I dare
without damaging the nuts.
—Steve Reeves
Q
Never, ever use Teflon tape as
a sealing medium for anything
other than pipe-thread applications.
Pipe threads jam as you thread the pipes
together, and the only seal is offered by
the jammed threads. Teflon tape and
other pipe dopes are designed specifically
for lubricating and sealing this type
of connection in applications such as
domestic gas lines, some oil-pressure
fittings, etc.
A
Coil Quandry
I purchased a new coil, and
when I went to install it, the
markings were different from my
original coil: The original terminals
say CB and SW, and the new coil has +
and -. The car was originally positive
ground, but I think it has been
changed to negative ground.
—Mike Selner
Q
Your original coil is lettered for
installation in a positive-ground
vehicle. CB refers to the contact-breaker
connection from the distributor, and SW
refers to the ignition switch connection or
power into the coil.
In the positive-ground vehicle, the
ignition switch is connected to the “hot”
side of the battery, which would be the
A
negative terminal, and the points in the
distributor complete the circuit to ground,
or positive terminal of the battery.
To hook up a coil correctly, you
first need to know if the car is currently
negative or positive ground. Check
the battery and see which terminal is
grounded to the chassis. In a positiveground car, the white w/black wire
connects between the CB terminal and
the distributor points. The white wire
from the ignition switch connects to the
SW terminal.
Check which battery cable is grounded to
the chassis to determine the car’s polarity
before swapping the coil.
If the car has been converted to
negative ground, the coil should be
reversed, so that the ignition switch
(white wire) connects to the CB terminal
of the coil and the white w/black wire
from the distributor connects to the SW
terminal. If you install a newer coil with
(+) and (-) terminals, rather than CB
and SW, remember that how the car
is grounded determines how the coil is
installed and wired. Negative-ground
cars have the (-) terminal connected to
the points; positive-ground cars have the
(+) terminal connected to the points.
Hence: Positive-ground cars’ white w/
black wire connects to the (+) terminal;
negative-ground cars’ white w/black
connects to the (-) coil terminal.
Please email technical questions to
[email protected]. Include all
pertinent information about your vehicle,
and please keep the question as brief as
possible. Questions may be edited for
length and style, and we’ll publish as
many as possible each issue.
Header
By John Rettie
Photos by Scott Dahlquist
Hot And Clammy TR3A–GT
A Professor’s Triumph runs
wide-open and opens wide
N
o joke: Dr. J.S. “Noble”
Eisenlauer’s Triumph was built
on April Fool’s Day, 1959. Thanks to
painstaking maintenance and many
performance modifications, the car
runs better today than at any point
in its lifetime: Intelligent “restomod” upgrades successfully improve
drivability and reliability without
compromising the British sportscar
motoring experience.
Triumph Archaeology
An archaeology professor at a Los
Angeles college, Noble approached his
3A’s history and documentation as if it
were a hands-on research project.
The story begins and ends in
college. In 1969, Noble’s dad offered
to buy him a car to take to college.
Not afraid to look a gift-horse in the
mouth, Noble lobbied for an XK140.
Dad nixed that idea, saying that a
Jag was too high-maintenance for a
college kid.
Plan B: Still in a British mindset,
Noble lobbied Dad to look at
Triumphs, “the poor man’s Jaguar.”
He’d seen an attractive TR3 in a used
car lot. As Noble remembers, “In
1969, you could drive from San Jose
to San Mateo on El Camino Real and
find eight or ten nice TR3s for sale.”
Unfortunately, the one he’d eyeballed
mechanical and electric fuel pumps.
Cooling is bolstered by mechanical
and electric cooling fans, and the
exhaust was upgraded with a chromed
header and an Abarth muffler.
By Tom Morr
Photos By Andrew Schear
had already sold when they went to
look at it.
Noble’s dad owned a 330GT and
wanted to stop at a Ferrari garage on
the way home from the used car lot.
Suffering from Triumph withdrawal,
Noble poked around the shop while
his dad talked pasta-performance
with a Ferrari mechanic. “I wandered
around back, and there, sitting quietly
in the shade of the back wall, was
a nicely restored TR3 with loads of
options,” Noble says. “It was love at
first sight!”
Upon further investigation,
Noble learned that the Triumph was
a bank repo that was being prepped
Dual Webers and a chromed header help hot-rod the 2.2L engine. Air lines for the 5trumpet horn are also visible.
for sale by the Ferrari shop. Its
original owner was a Vice President
of Mohawk Oil Company in San
Francisco. He’d won several show
awards with the car before selling it to
a kid in Washington, who eventually
defaulted on the payments. Two weeks
after seeing the car at the Ferrari
shop, Noble’s dad paid the bank $900
and TS46893L was sitting in the
Eisenlauers’ driveway.
The Resurrection
For a decade, this 3A served as Noble’s
daily driver. Then, he retired it for
most of the eighties and nineties.
Following a 22-year hiatus, Noble
Lucas auxiliary lights and an authentic 1959 plate accent the front.
decided to dust off his TR and once
again make it daily-drivable, by
today’s standards.
Under the hood, Noble injected
extra life into the 2.2L engine.
The powerplant now has a 10:1
compression ratio, oversized intake
and exhaust valves, and an Isky “D”
camshaft. Fueling was improved with
42DCOE8 Weber carburetors fed by
Triple-laced 60-spoke Borani wheels enhance the classic stance.
DC-wise, Noble improved spark
and starting with a high-output
oil-fi lled coil and a high-torque
reduction-gear starter.
Gearing improvements were
also attended to. Noble swapped in a
TR4 all-syncho 4-speed gearbox with
overdrive and heavy-duty clutch as
well as a TR4 rear end, complete with
4.11:1 gears and a Detroit Locker NOSPIN posi-traction.
With enhanced power and better
ways to get it to the ground, Noble
next modified the car’s handling
accordingly. He routinely drives
twisty canyon roads to and from his
Fillmore, California, home, so front
and rear swaybars were welcomed
additions. The front suspension has
been converted to porous bronze and
polyurethane bushings. Koni shocks
control the front and Traction Master
struts tame the rear. Wheels are
triple-laced 60-spoke Boranis, and the
steering is rack-and-pinion.
Inside, Noble fine-tuned the
TR’s comforts and conveniences.
The original blue leather interior was
replaced with red vinyl and red carpet;
they will eventually be replaced. He
also rewired a modern CD and stereo
system to work with the car’s positiveearth electrics. A Nardi-signed wood
steering wheel improves the feel of
the road. The chrome rollbar is a
custom piece.
Vintage Triumph Register records
showed that Noble’s car was originally
white. In the seventies, it got a coat
of American Motors Iridescent
Diamond Blue lacquer. Other exterior
features include hood louvers, original
1959-issue license plates, Lucas fog
and driving lights, a badge bar, rear
bumperettes, and a repro luggage
rack. Although Noble has a tonneau
cover and a soft top for the car, he
prefers the rare pressed-steel factory
“GT” hardtop. Incidentally, Noble
also has all the original tools, owner’s
manual, mechanic’s repair manual,
and assorted pieces of 1959 Triumph
sales literature.
The car’s signature modification
is Noble’s clamshell hood conversion.
He’d always admired “Frogeye”
Healey and E-Type engine
compartment access and decided
to emulate this in preparation
for a radiator swap. After much
contemplation, he crafted an apron
hinge bracket that also allows the
assembly to be removed entirely. The
inner fender brackets were modified
to hold the apron securely in place
in the closed position. Detail work
included creating a new inner apron
shelf, cutting the fender beads and
then riveting them to the apron sides,
extending the headlight wires, and
repainting the apron to conceal the
requisite metalwork.
In summary, Noble says, “It seems
when you own a car like this, there
is always something to fi x, modify,
or add. Next on the conversion list is
the installation of an alternator and
a switch to rear tube shocks. After
twenty-nine years, I guess I should
change those Veith radials, too
(good tires!). The fun never stops,
as I am sure readers of this publication know.”
Bumperettes, badges, and Abarth tips customize the rear.
Originally blue leather, the interior was redone in red in the seventies. The Nardi wheel and
chromed rollbar are other prominent interior add-ons.
Pull-pins are used to secure the clamshell
apron conversion.
Header
Tire & Wheel
Plus Sizing
Upgrading wheels and tires
for fashion and performance
Moss Motors offers Panasport wheels for classic style and
performance. Plus-size fitments are available for many MG and
TR applications (MGB +2 shown).
By Kelvin Dodd
I
f concours-quality restoration is
your thing, or you believe that what
the factory offered is sacrosanct, then
this article is not for you. If, however,
you are open to change and are
interested in improving the looks and
handling of your car, then read on.
There are two primary reasons
to upgrade wheels from their original
sizes: increased performance and
visual impact. Obviously, the intent
of any change is to get the most out of
your car without breaking your budget
or creating more problems than you
already have. As in any modification,
a balance between cost, performance,
and drivability must be determined,
based on each individual’s needs. This
article will broadly cover some of the
positive and negative aspects of wheel
and tire changes.
Let’s Put Some Rubber
On The Road!
When most of our classic cars were
new, the factory wheels and tires were
sufficient for the vehicles’ anticipated
performance and to define their
looks. Nowadays, that original look
may be dated, and the performance
expectations have increased to keep
up with current trends of high-speed
stability and cornering. I’m a firm
believer in skinny tires sliding around
mountain curves: For me, the “new”
sport of sport-compact “drifting” was
pioneered by the MGs, Triumphs,
and Healeys during the street races
and rallies of the ’50s. But this type of
By Kelvin Dodd
excitement at low speeds may not be
everybody’s cup of tea, particularly
during rush hour.
Today, the many available wheel
and tire options offer increased
stability and safety for performanceminded drivers, or the choices may
be merely adequate for those keeping
up with modern iron on American
freeways. Changing to a wider wheel
allows the use of wider, lower-profi le
tires, which generally have far superior
handling characteristics compared
to the original-sized tires. Typically,
increasing the original rim width by
1” will allow the use of a slightly wider
70- or 65-series tire, the closest sizes
to the original 82-series (which were
the only factory-offered tires with any
kind of performance pretensions).
Note that the TR6 and MGB Limited
Edition were both equipped with
more modern wider wheels from the
factory.
A Quick Note On
Tire Sizing
Modern tires are listed in Metric sizes.
The first group indicates the nominal
width of the tire, called the section
width. The second group is the aspect
ratio, which gives the height of the
sidewall as a percentage of the width;
this is also referred to as the profile of
the tire. So, 70-series tires have taller
sidewalls than 50-series sizes. Modern
performance tires are generally only
available in low-profile 70-series and
lower aspect ratios.
Some Popular First-Step
Performance Upgrades
CAR
ORIG.
WHEEL
Spitfire/Midget 4"
MGB
4.5-5"
MGA, TR4, A-H
4"
ORIG. UPGRADE UPGRADE
TIRE WHEEL TIRE
155-13 5" 175/70/13
165-14 5.5" 185/70-14
195/65-14
165-15 5.5" 195/65-15
Even these minor upgrades can
cause fit problems with the limited
clearance in narrow wheelwells.
Correct-offset wheels must be used to
ensure that the tire is centered in the
wheelwell. Generic wheels and older
American “Mag” wheels often have
the incorrect offset and will cause
fitment problems, even with stock
tire sizes.
How To Measure
Wheel Offset
1. Find the overall width of the
wheel. Divide this width in two to
give the centerline depth.
2. Lay a straightedge across the
inner rim of the wheel. Measure
from the straightedge to the
mounting rim of the wheel.
3. Subtract the centerline depth
from the mounting rim depth.
This gives the offset, which is now
usually designated in millimeters.
Positive offset indicates that the
hub center (mounting surface) is
toward the outside of the car; negative
offset indicates that the hub center is
closer to the brake drum.
Tire & Wheel Plus Sizing
Here are some typical offsets
necessary to keep the wheel centered
for popular British sportscars:
Typical Wheel Offsets
Sprite/Midget: +20mm
MGA/MGB: +22mm
TR2-TR6: +6mm
TR7-TR8: +15mm
Spitfire: +20mm
By keeping the wheel centered
in the wheelwell, there is less chance
of the wider tires fouling the inner
fender, suspension components, or
outer fender—this is most important
with the narrow rear fenderwells of
most British cars. For street driving
where there is likely to be a lot of
suspension and body movement, it
is a good idea to stay conservative
on width. Otherwise, the smell of
burning rubber and the sounds of
tire-rub are going to accompany any
spirited driving. Make it a point to do
your test-driving with your spouse or
significant other in the car. This way,
you won’t experience the unpleasant
surprise of their added weight
causing the tires to rub.
If you want that maximumrubber, road-racer look, be aware
that most racecars have had some
radical surgery and are often fitted
with stiffer springs and panhard rods
or other axle locators to ensure that
suspension movement is limited.
You can’t have the same look and
performance without making the
same sacrifices.
oval tires to their cars.
Austin-Healey: Big Healeys’
wheelwells on the BN2 onward are
wide open. Their rear suspension
has limited movement, which allows
fitting wider wheels and tires without
major rubbing problems. However,
overly wide tires can spoil the clean
lines of the car when negative-offset
wheels are installed, which push the
tire edge past the fender lip. BN1
fenders are very tight, so wider tires
are not advised. On all models, check
fender clearance.
MGA: Like the Healey, the rear wheel
arches are open and can accommodate
tires up to 195 cross-section without
problems.
MGB: The rear fender lip on early
cars and lowered late cars is at the
widest point of the tire, so tire bulge
can be an issue. Raising or lowering
the suspension may allow extra
clearance, but suspension travel can
cause clearance issues, particularly
on the left-hand side of the car.
The inner bumpstop structure and
front swaybar can cause clearance
issues for wheels that have too much
positive offset. Under hard cornering,
STRAIGHT EDGE
BACK SPACING
WHEEL
WIDTH
What Are Some Of
The Pitfalls?
Sprite/Midget: The square-arch
rear-fender cars have very restricted
wheelwells. Even a 165-section tire
is probably going to rub on the back
under hard cornering. The round
wheel-arch cars have much less of a
problem, and 5.5” wheels can be fitted
with wide tires as long as the springs
do not allow the tire to contact the
fender lip. This led to many a Bugeye
that looked like it got mated to a
steamroller. Perhaps Austin moved to
the square wheel arches specifically
to prevent Americans from fitting
Chevy Vega wheels with fat, wide-
the rear axle will move sideways,
aggravating clearance problems. On
this car it is very important to have
the wheel centered in the well, as
suspension travel and axle movement
can be major problems. Minor fender
clearance issues can be addressed by
rolling or grinding the rear fender lip.
TR2-TR4A: Fender clearance is an
issue, and a wheel with less positive
offset is required to clear the front
brake calipers. This restricts the
maximum wheel width.
TR250-TR6: Again, a less positiveoffset wheel is required to clear the
front brake caliper; fender clearance
is improved and tires up to 205 crosssection can be installed as long as the
car is not significantly lowered. Rearfender clearance can be a problem on
lowered cars.
TR7/TR8: A positive-offset wheel is
required, but the wheelwells are quite
spacious. 205/60-13 tires will fit on the
original factory alloy wheels without
any clearance problems.
Spitfire: Open wheelwells allow
the use of 5.5” wheels. These can be
mounted with 185/70 series tires, but
they may stick out beyond the fenders.
CENTER LINE
CENTER LINE
BRAKE
SIDE
POSITIVE OFFSET
CENTER LINE
WHEEL
SIDE
ZERO OFFSET
NEGATIVE OFFSET
Backspacing and offset refer to the position of a wheel’s mounting surface in relation to its
centerline. (Courtesy Yokohama)
Tire & Wheel Plus Sizing
Plus-Size Wheel Options
One way to increase the availability
of high-performance tires is to
increase the diameter of the wheel,
which allows the use of lowerprofi le tires while still maintaining
the correct overall tire diameter.
Only baseline modern vehicles are
equipped with 13" and 14" wheels,
so high-performance tire availability
in these sizes is very limited. By
increasing rim diameter one inch
(+1) or even two inches (+2), the
availability of lower-profile highperformance tires becomes much
greater. In some cases, largerdiameter wheels allow the use
of wider tires because the tires’
sidewalls don’t flex as much, so
clearance under load may be greater.
MGB: An inch-larger wheel allows
the use of high-performance lowprofi le tires without compromising
looks and performance. A popular
performance option for the 14” wheel
is the 195/60-14 tire, which has a
much smaller diameter than stock.
This reduces the overall gear ratio
and does not fi ll the wheelwell from
front to rear.
MGB Plus Sizing
STOCK WHEEL DIAMETER: 14”
Typical Tires: 165/80-14
(diameter 619.6 mm)
185/70-14 (diameter 614.6 mm)
+1 WHEEL DIAMETER: 15”
Tire Choices: 185/65-15
(diameter 621.5 mm)
195/60-15 (diameter 615.0 mm)
There may be clearance problems
with
this width of tire on some wheels.
(diameter 620.9 mm)
205/50-16 (diameter 611.4 mm)
This width of tire could only be fitted
to a car with modified rear fenders
and some type of axle location device
such as a panhard rod.
TR6: Moving up an inch in diameter
allows the use of a wider wheel due
to increased suspension clearance.
Note that the only available 15”
performance tire has a much smaller
diameter than stock.
TR6 Plus Sizing
Typical Tire: 185/80-15
(diameter 677 mm)
Performance Alternative: 195/65-15
(diameter 634.5 mm)
Tire Choice: 205/60-16
(diameter 652 mm)
TR7/TR8: The look of the “wedge” is
really improved with more modern
tire and wheel combinations. This
“shape of things to come” really was
ahead of its time and looks dated
mainly due to the small 13”-diameter
wheels. A number of sticky 205/60-13
tires are on the market, but increasing
wheel diameter gives the car a whole
new image.
TR7/TR8 Plus Sizing
Original Tire: 185/70-13
(diameter 589.2 mm)
Performance Alternative: 205/60-13
(diameter 576.2 mm)
(diameter 577.6 mm)
195/60-14 (diameter 589.6 mm)
RECOMMENDED +1
205/55-14 (diameter 586 mm)
Not many tire options available
(diameter 584.5 mm)
195/50-15 (diameter 576.0 mm)
205/50-15 (diameter 586 mm)
Recommended +2 size
What If I Have Wire Wheels?
Although the classic wire-wheel crowd
doesn’t have as many performance
options, they shouldn’t feel left out.
Here are some suggestions that will
get you going with even more style.
Spline-Drive Alloy Wheels: An
expensive option, but the best alternative to converting to bolt-on wheels
for maximum strength and a look that
shouts CLASSIC PERFORMANCE!
Clearance is a major issue as
the 13”, 14”, and 15” spline-drive
wheels are 5.5” wide and there must
be enough clearance to the outer
fender for the wheel to be removed.
Just because a tire fits the rim doesn’t
mean you won’t need a body hammer
and cutting torch to remove the wheel.
A very tasty combination for the
MGB is a +1 package of a 15” splinedrive wheel and a 185/65-15 tire. This
will clear on most cars; the larger
195/60-15 will likely rub under hard
cornering.
Wire Wheel Options: The first option
is to look at the factory racing history
and see if a wider wheel was available
as an option. In the case of the MGB,
the factory offered a 5.5” 72-spoke
wire wheel, which has the correct
offset to handle larger rubber without
clearance problems.
Most early cars originally
equipped with 48-spoke 15x4 wheels
can be easily upgraded to 60-spoke
15x4.5 wheels or even the 15x5 72spoke wheel originally specified for
the MGC. The exception is the AustinHealey, with front 2” drum brakes:
Where 60-spoke wheels foul the brake
drum, the wider MGC wheels will fit
without a problem.
The 72-spoke 15x5.5 wire wheel
was originally fitted to the TR6 and
the necessary reduced offset may
cause tire-rubbing on the outer fender
of cars originally fitted with 48- and
60-spoke wheels.
Center-lace wheels are available in
15x5.5 for the small sportscar hub and
also for the larger Jaguar hub. These
wheels look stunning, but also have a
much-reduced offset. So, outer fender
clearance must be carefully checked.
The unobstructed rim was a highlight
of the AC Cobra, so these wheels are
often called “Cobra” wheels and look
stunning on a TR250 or TR6.
Tires and wheels are one of the
most popular topics for discussion,
and I hope that this article may
clear up some of the questions about
possible fitments. Each car is different,
so always check clearance before
allowing a tire to become damaged
and unsafe. If you are looking for the
ultimate in wide rubber, be ready to
do some body modifications; if in
doubt, stay conservative and minimize
headaches. The difference in handling
between one tire size to the next may
be insignificant compared to the
problems caused by tire-rub when
cornering.
Bigger Brakes
Moss’s two new kits improve
TR and MGB stopping power
By Eric Wilhelm
Photos By Lance X. Lusignan
T
hey don’t build ’em like they used to. Thankfully,
today’s sportscars start and stop infi nitely better than
those built in previous generations. With this in mind,
Moss Motors’ engineering department has been working
diligently on ways to adapt modern technology to older
British sportscars to improve safety and the overall driving
experience. Two new front disc-brake kits are the fruits of
some of these labors.
Using upgraded modern components, these new kits
improve stopping power in the TR4A/TR250/TR6 (Part #
586-718) and 1962-80 MGB (Part # 586-628). Four-piston
calipers and heavy-duty pads increase clamping force, and
cross-drilled/slotted rotors stay cooler to fight fade and
evacuate brake dust and road dirt for a more consistent
friction surface. The kit’s DOT-compliant braided-steel
hoses are more durable than standard rubber hoses, and
they also provide a firmer pedal feel.
These kits were designed to be installed by the do-ityourselfer. In addition to regular SAE and metric wrenches
and sockets, the job is eased with crescent wrenches, vise
grips or line clamps, and line (flare-nut) wrenches. The TR
kit also requires the backing plates to be trimmed.
If the car’s brake fittings haven’t been touched in years,
spray penetrating oil on them ahead of time to lessen the
likelihood of rounding the nuts’ shoulders. Also, realize
that brake fluid eats paint, so be cautious when removing
the old parts and when adding new fluid to bleed the
upgraded system.
These photos show highlights of a Big Brake
installation on a TR. Complete instructions are online at
www.mossmotors.com.
To improve stopping performance and increase pedal feel, the
Moss MGB system utilizes alloy Wilwood 4-piston calipers with dust
seals, heavy duty pads, cross-drilled/slotted rotors, and braidedsteel hoses.
1. Installation of the upgraded Moss 4-piston TR brake kit: Raise
and secure the car and remove the front wheels. Then disconnect
the left-front soft hose at both ends. Plug the hardline with the kit’s
stopper to keep fluid from dribbling onto paint, and save any stock
lock-clips and other hardware.
Bigger Brakes
2. Loosen the fitting at the brakeline retaining bracket.
3. Remove the lower caliper bolt first, then hold the caliper while
loosening the upper bolt. Pull the caliper from the splash-shield
and spindle mounts, then remove it from the rotor. Save all
brackets and spring washers.
7. Clean the new Moss rotor with brake cleaner. Then use the stock
bolts and lockwashers to bolt the existing hub to the new rotor,
torquing the bolts in a criss-cross pattern.
8. Slip the backing plate off the spindle, rotate it to clear the caliperto-spindle mounting bracket, then remove the plate.
9. Clean the backing plate, then
use the kit’s template and mark
where the plate will need to be
cut.
10. Use a cut-off wheel, nibbler,
and/or die-grinder to trim the
backing plate. File any sharp
edges smooth.
4. Wiggle off the hub dust cap with vise grips. Then remove the
cotter pin (if equipped) and the spindle nut. Remove the rotor/hub,
saving the bearing and washer.
5. Secure the lugs in a vice if
necessary, then unbolt the
hub from the rotor. Save the
lockwashers.
6. This is an opportune time to
repack the bearings or replace
them and their felt seals. Moss
Motors stocks the necessary
replacement parts.
11. Test-fit the modified backing plate with the spindle, bearing,
hub/rotor assembly, and caliper. Re-trim the backing plate if
necessary to create more clearance, particularly in the caliper area.
Bigger Brakes
16. Route the hose between or over the coil to clear the spring during
suspension movement. Move the line’s crimp to its line locator and
use the kit’s hardware to secure to the factory retaining bracket.
12. The kit’s calipers are marked Left and Right. Mount the caliper
with the bleeder screw facing up. Then mount the L-shaped
brakeline bracket horizontally.
13. Check again for interference between the caliper and
backing plate.
14. Torque the spindle nut to factory spec, then install a cotter pin if
the original setup used a castle nut. Pack the dust cap with grease
and tap it into place.
15. Install one of the kit’s braided brakelines: Hand-thread the end
with a 90-degree bend into the caliper.
17. Use line wrenches to tighten the hose. Then spin the rotor to
verify clearance between it and the pads’ anti-squeak spring.
18. Repeat the process for the front-right side. Then install the rear
hose(s).
19. IRS TR takes two rear lines; live-axle applications have a single
rear line. Finish the job by bleeding the brakes, checking for leaks,
then bed the brake pads following the kit’s instructions.
New Mini vs. Classic Cooper S
Car Show
Spectacular
Great British events
all over the country
W
hoever said that British car shows ain’t what they used to be hasn’t been
to one recently. Just as Wide World Of Sports used to span the globe to
cover the constant variety of sports, we spent the summer and fall attending
British car shows. Here are highlights of five outstanding meets.
Michigan MG Reunion
From the early eighties to late nineties,
John Twist organized an annual
summer MG party. Then he went on a
five-year hosting hiatus.
Fortunately for 500 MG owners
from across the country and even a
few from abroad, Twist decided to do
it again and organize the University
Motors Reunion Party in Grand
Rapids last August.
The festivities began with a
Thursday “Grand Lake Tour XII”—
a 100-plus-mile navigational rally
around Lake Michigan. Hardy drivers
and their navigators hurtled through
the night over some very rough roads,
arriving back at the start point some
24 hours later! Only one car didn’t
finish, a true testament to these MGs’
reliability. Covering 112 miles, the
worthy winners were Brian Rehg and
Matt Kobe in a 1971 MGB roadster.
They probably wish they had fi nished
second: They’re now the rally masters
for the next Grand Lake Tour!
Other activities included touring
Grand Rapids and checking out the
numerous vendor stands. For many,
the weekend’s highlight was the MG
car show at Douglas Walker Park,
where more than 500 MGs of all types
displayed their beauty. The meet was
also the site of a national gathering
for the MGA Twin-Cam group, the
Triple-M Register, the MG Driver’s
club, and the MG V8 Register. Plenty
of variety here: MGBs, Midgets,
T-Types, and other assorted British
classics.
Guest speaker at the Saturday
evening banquet was Stephen Cox,
Chairman of the MG Car Club of
England and also an MG/Rover
employee. However, he gave no clue
as to whether a new MG would be
coming to the United States.
The event concluded on Sunday
morning with a convoy drive of more
than 100 MGs to a fine breakfast at
Grattan Racetrack, where attendees
were able to drive parade laps. All in
all, a fine event, and one hopes that
this can be repeated soon, without a
five-year interval! –Ken Smith
Hailing Brittania across America...
Grand Rapids’ Douglas Walker Park was
packed with MGs.
Toys of all sizes were on display.
Twin-Cams were popular. This MGB-GT
features a swapped-in 1.8L Miata engine.
22 | Summer 2004 • British Motoring
As usual, MGBs were the most popular in
terms of sheer numbers.
Car Show Spectacular
L.A. British Meet Comes
Back With Amazing Variety
After three years off, The Greater Los
Angeles British Car Meet returned
with well over 300 examples of the
automotive best of Britain. The
arcane parade started early as Mike
Frankovich pulled in with an amazing,
two-tone blue Vauxhal Estate (wagon)
that looked like a two-thirds-scale
1957 Oldsmobile, followed by his fully
outfitted London Police Inspector’s
Ford saloon from the 1970s. Then
Mike Harper-Smith one-upped that by
rolling up in a mint red double-decker
bus (which was reported to have been
hard at work on the streets of London
just a few weeks before) as well as
a shiny black Austin FX4 Taxi. The
forecourt of the event began to look
like a big Corgi boxed set!
Proud and proper restorations
mixed with specials galore. How about
a stretch-limo Mini or Randy Williams’
Morris Minor convertible pickup? The
best was Luciano Sarra’s 1991 Jag XJS
with shortened all-steel 1956 Lincoln
Continental MkII bodywork! It’s kind
of ironic that both companies are now
owned by Ford.
L.A. reinforced its status as car capital of the
world—several pristine machines were on
display.
While the crowd inspected Leno’s old Bentley,
Jay checked out Bill Czerwinski’s Morris
Woody. (Courtesy Randolph Williams)
London West: Mike Harper-Smith’s Austin
taxi and double-decker bus added some
Motherland flavor.
Winners included a bright red
Allard J2X, the Frankovich Vauxhal,
Gary Wales’ prewar Bentley, and a
forward-control (flat-fronted) Cold
War communications command post
recently imported from Germany. It
featured an 80-foot antenna that the
owner erected immediately when he
got to the park. Club Participation
award went to the Mini Club with
more than 43 cars. –Rick Feibusch
Fallfest: Autumn In Jersey
After last year’s torrential downpours
put a damper on Fallfest, perfect
weather greeted the 2004 event this
past September. More than 100 cars
were on display in Dover at Moss
Motors’ East Coast warehouse—
a great turn-out considering that 9/11
memorial events and a race at Watkins
Glen took place the same weekend.
Fallfest 2004 was once again
organized by Larry Gersten and
sponsored by NJ Triumph Association,
Eastern NY MGA Club, and AHY
Sports & Touring Club. Along with
the usual influx of MGs, Triumphs,
and Austin-Healeys, other British
marques on display included Jaguar,
Bentley, Cobra, Morgan, Lotus, Mini,
and Rootes. Cars began arriving
before 9:00 a.m.
Plenty of awards were handed
out in addition to the door prizes
donated by Moss Motors. The Best of
Clean T-Series dotted the Moss Motors East parking lot.
2004 Show Highlights
Several Healey owners flew the stars-and-stripes instead of the Union Jack in
commemoration of 9/11.
Show award went to Tom and Pamela
Mulligan of Ringwood, NJ, for their
1967 AHY BJ8.
In 2005, Fallfest will likely be held
Rubber-bumper MGB owners had several questions
about the Moss Chrome Bumper Conversion Kit.
a week later to avoid conflicts with
other events in the area. It’s sure to
attract more British sportscar owners
than ever, vying for show trophies and
taking advantage of a 15% discount at
the Moss parts counter. Look for the
exact date in a future issue of British
Motoring. –Giles Kenyon
Palo Alto All-British Show:
2 Days + 420 Cars = Fun
Near Stanford University, El Camino Park provided the ideal setting for the 26th All-British
Show. Here, a red Triumph GT6 reposes in front of a pair of TR3s.
For the last 26 years, British Cars have
fi lled the fields at El Camino Park with
a little bit of the England that usedto-be. Morning smells blend burnt
Castrol and Irish bacon frying to the
sound of that 1950s-60s type of jazz
that was popular when the majority of
these cars were built. Union Jacks are
everywhere, on shirts, on flagpoles,
and on the very cars themselves.
Over the years, a Saturday
driving event was added and the static
display became mobile. This past
September, 65 cars signed up for the
tour, including everything from XK
Jags and Big Healeys to an Austin A55
saloon. The TR3s were out in force,
and the MGs were well represented
with all models.
The Sunday car show featured
beautiful weather and a reseeded lawn
for parking. The cars were as beautiful
as ever and there seemed to be at least
one of everything. One fellow towed
in an ultra-rare single-seater Peel
micro-car (made on the Isle of Man in
’58) behind his all-glassfibre-bodied,
3-wheel Reliant delivery van.
Minis new and old are becoming vital
components of British meets.
Car Show Spectacular
Winners included a Land Rover
Dormobile camper conversion, the
baby Peel, a magnificent BRG and
white 100/4 Healey, and an equally
impressive, bright red, 1953 Sunbeam
Talbot saloon that also did well on the
Saturday rally. Best Pre-War award
went to Peter Lindstrom’s 1925 Austin
Seven that has been in Peter’s family
since new! The Club Participation
Award went to the Jaguar Associates
Group (JAG), which brought out over
50 members’ cars. –Rick Feibusch
Big Healeys a go-go in Palo Alto.
25th Annual San Diego
British Car Day
Over 400 British cars and their
wonderful owners attended this
year’s event, held at Fairbrook Farm
in northern San Diego County. This
beautiful venue—a rolling green-grass
horse farm in Bonsall—provides an
ideal location to have a picnic while
displaying your car and enjoying
many other fine British cars and
British car clubs from all over the
Southwest.
Voting is done by marque by car
owners within that marque. Everyone
gets to vote for Best of Show—won
this year by Doug and Carole Gates
and niece Amanda Pinta, with their
crowd-pleasing 1921 “Springfield”
Rolls-Royce Silver Ghost Open Driven
Touring Limousine. Since this fine car
was actually made in Springfield, was
the Best of Show for this 25th Annual
British Car Day actually won by an
American-made car?
Another crowd-pleaser is the
“Best Beater” trophy (actually a bucket
fi lled with sandpaper, body filler, car
wax, etc.), won this year by Fairbrook
Farm owner and TVR enthusiast
David Zumstein in a “yet to be
restored” TVR. Lots of good-natured
ribbing about that one...
This year’s featured marque was
Rolls-Royce, and many beautiful
examples were on hand to celebrate
“Roller’s” 100th year. The RollsRoyce groups provided gifts for all
in attendance and had an excellent
display explaining the car and
company history.
Since this is Rolls’ 100th anniversary, this limo fittingly took Best of Show.
(Courtesy Kyle Mitchell)
Bugeyes were well represented.
Classic wire wheels were plentiful in Bonsall.
Next year’s San Diego British Car
Day will be held at the same location,
on Sunday, October 2, 2005. For more
photos of this year’s event, and for
more information about upcoming
events in the San Diego area, please
visit www.sandiegobritishcarday.org
or call (760) 746-1458. –Steve Kirby
MGB Chrome Bumper Conversion
Classic Car
Insurance
Correctly Covering
Your Assests!
By Jim McGowan
“Drive it like you stole it” is just an expression… (Moss Motors archives)
I
nsurance is like taxes—you just hate
to write the check. It’s a nebulous
thing: You send out money but nothing
comes back. We all hate buying
something we can’t touch or feel. But
for anyone who’s had reason to call
in that insurance investment, filing a
claim can mean the difference between
getting your car repaired and back
on the road or possibly losing your
classic forever.
Insuring a classic or collectible
isn’t quite the same as insuring the
family grocery-getter. Several different
facets need to be examined first. Above
and beyond the normal required
liability and comprehensive coverage
are three other policy options: Agreed
Value, Stated Value, and Actual Cash
Value. These are very different types of
insurance, and you must be aware of
their subtle differences.
The first consideration in
obtaining collector-car insurance is
getting a professional appraisal to
determine the market, or insurable,
value of the vehicle. Your total out-ofpocket restoration investment and/or
purchase price should be covered by
the value of the policy, so be sure to
save all your receipts for work done.
Hopefully, the appraisal will reflect
that number and more. Check your
local yellow pages or publications
like Hemmings Motor News (www.
hemmings.com) for an appraiser in
your area. Hemmings has a national
listing of appraisers in each issue, and
the publication can be found at large
newsstands or in chain bookstores
across the country.
Your appraisal should cover every
aspect of the vehicle’s condition and
list a final value on the Statement of
Appraisal report. This document is
signed by the appraiser and should
be submitted to the insurance
company when applying for the
policy. Most classic/collector insurance
companies will also require a complete
photographic record of all areas of the
vehicle. Armed with this information,
you should be able to acquire an
Agreed Value policy.
Most specialty insurance
companies have minimum
qualifications that you and your
vehicle must meet. Typically, the car
must be at least 15 to 25 years old, not
driven more than 2,500 miles a year
(additional mileage costs more), and
stored in a secure location. You must
have a good driving record and have
held a valid driver’s license for 10 or
more years.
Each company might have
different variations on these
requirements, but the basics are
the same. Most specialty insurance
companies also will allow you to select
the repair/restoration shop of your
choice to perform the repairs.
Now to the really important part:
Agreed Value versus Stated Value versus
Actual Cash Value coverage. Agreed
Value pays the full insured value of
Even with classic car insurance, an auto club membership might still be worthwhile. (Moss
Motors archives)
Classic Car Insurance
your vehicle in the event of total loss
with NO depreciation. In other words,
in a serious claim event, the insurance
will match the appraised value, which
should match the value reflected on the
policy for complete replacement of the
loss. This is the kind of insurance you
should seek.
Brokers sometimes interchange
the terms Stated Value and Actual Cash
Value, but they are not interchangeable,
and the difference between them is
huge. Stated Value insures up to the
amount on the policy declaration page
but does not guarantee the full-insured
amount. So even with an appraisal, this
type of policy may not pay the total
replacement cost; only what the insurer
deems necessary.
The last type is to be avoided
completely. Actual Cash Value
is basically the same as new-car
insurance. No specific value is placed
on the vehicle, and the company will
normally offer only replacement cost,
less depreciation. In other words,
if you have a restored ’65 XKE, the
insurance company will financially
rate it at the same value as a beat-up,
trashed-out model: Condition is not a
consideration.
Obviously, motorsports use isn’t
normally covered by the collector-car
insurers; some specialty companies
write no-fault competition policies for
professional racing team, and others
companies might cover non-track
damage to a vintage racecar such as
during trailering and paddock display.
If you participate in track events, check
with the potential insurer to see if they
make a distinction between side-byside competition (as in vintage racing)
and club test-and-tune days.
As you can see, buying collectorcar insurance isn’t as simple as making
a phone call. Find a company that
will provide Agreed Value coverage
for your vehicle, and make sure you
understand all the conditions of the
policy you purchase. (Special thanks
to the experts at American Collectors
Insurance, www.americancollectorsins.
com, for their useful and accurate
information.)
Theft is covered by many classic-car insurance policies. Contact your agent for details.
(Moss Motors archives)
Subscribe
Today
2004 VARA/Moss British Extravaganza
British Lead
Price Rise In
Collector Cars
Today’s buyers are learning
to look beyond fresh, shiny
paint and inspect all aspects of the
cars offered, which may be the reason
this 1963 Austin-Healey 3000/BT-7
roadster stalled at the Hershey Auction
when the bidding hit $22,800, to be
called a “no-sale.”
Big Healeys and MG-Ts
log strong sales
By Phil Skinner
Photos By Phil Skinner
I
t’s no secret in the world of fine
collector cars: Quality sells at a
premium often higher than established
values guides’ limitations. Almost
every weekend in 2004, record prices
were paid at public auctions for
popular British sportscars.
If the price increases seen for
such models as Austin-Healey 3000s
(especially the BJ8 series) as well as
E-Type Jaguars are any indication
of the current economy, then the
collector-car market is at its all-time
apex. From the glitter-covered sales
block of Barrett-Jackson’s annual kickoff sale last January in Scottsdale to
the fabulous weekend in Monterey
headed up by Christies, Gooding, and
RM Auctions, prices have escalated to
record levels.
Driving these prices are the
availability of parts from sources
such as Moss Motors and quality
restorations that far exceed factoryproduction quality. Sheetmetal is
perfectly mated, flawless paint is
applied in the correct colors, interiors
are created by the finest artisans,
suspensions have detailing that far
exceeds the exterior finish of many
modern cars, and mechanics are not
only spectacular to view, but also ready
to hit the track or the concours field.
With prices topping over the $20,000 mark, the $4,860 paid for this 1972 Triumph TR-6 with
rare optional hardtop was among the few bargains we found at the Kruse International fall
Auburn sale.
Healey Inflation
Awesome would describe the price
jumps seen in recent months for
the Austin-Healey 3000s. In public
Especially treasured by British sportscar fans is the handiwork of the early David Brown
inspired Aston-Martins. With values rising steadily, this DB-2 drop-head coupe was a good
buy when called sold at the Hershey Auction for a bid of $83,000, plus the commission.
British Lead Price Rise In Collector Cars
auctions, they’ve rocketed from
the low $40,000s to near $100,000!
Reportedly, several private sales have
been over the six-figure mark. Highdollar examples have thousands of
hours of restoration labor and use
only the best materials. Craftsmen
have replicated every feature expertly
enough to make the spirit of Donald
Healey rest easy knowing that his
creations are being so well presented.
Also enjoying a king-size growth
spurt in values is the fabled MG TSeries roadsters from the late 1940s
and early 1950s. While many credit
the MG-TC with spawning the British
sportscar craze after World War II,
today this model is considered the elite
of open-air English motoring. Prices
have risen in response to the growing
audiences, with some examples
reportedly hitting the $50,000 mark,
about a 35% rise in the past couple
of years. During the last days of the
Clinton administration, TDs hovered
in the $12,000-$15,000 range. Today,
take those values, double them, and
then add a 10%-15% premium on
top of that for exceptional quality
for a price level that many felt was
long overdue. Setting an all-time
record was a specially prepared TD
2+2, exhibited at the 1953 New York
Auto Show and later owned by actor
Lee Majors. At the recent Christies’
Monterey sales, this car commanded a
bid of $94,000. A 17.5% premium took
the final sale price well into six-figure
land.
When the MGA was released
in the late 1950s, it had a modern
body design with mechanical carryovers. When the 1600s came out, the
result was a faster car, and both the
coupe and the roadster were wellreceived. Today, under the lights of
the auction block and the blaring
loud-speakers, MGA prices have seen
40%-60% rises: Roadsters go in the
low to high $40,000 range while even
the coupes are enjoying values in the
mid-$20,000s. Of course, add a TwinCam and the value will increase a
minimum 20%.
Always considered the most
elegant of post-war sportscars are
the XK-120s and 140s, which have
accelerated in value faster than when
A few bargains are left for the discerning
British sportscar enthusiast, such as this
sharp 1979 MGB convertible seen in Tunica,
Mississippi, at the Sherm Smith sale, where
it was called sold with a hammer bid
of $3,200.
Seeing a sharp rise in collectibility and
corresponding values, MGA roadsters have
really taken off recently, with this 1960
model (original 1500cc engine still in place)
fetching an outstanding $51,840 at Kruse
International’s fall Auburn sale.
Club of America, Inc.
MAXIMIZE YOUR HEALEY
EXPERIENCE!
Join the world’s largest Austin-Healey club for Healey
enthusiasts (ownership not required) and enjoy
these benefits of membership:
Local clubs (47 chapters in U.S. and
Canada) • 32-page color Healey
Marque magazine • annual full-color
calendar • annual directory of over
3,800 Healey enthusiasts world-wide
• largest yearly gathering of Healeys
at national Conclave.
For information and to join:
www.healeyclub.org
or toll free 877-5HEALEY
British Lead Price Rise In Collector Cars
Big Healeys remain strong. This BRG
1965 3000 Mk III BJ8 2+2, meticulously
restored by Kurt Tanner, sold for $70,200
(before commission) at Barrett-Jackson’s
Scottsdale sale. (Courtesy Barrett-Jackson)
they took the checkered flags at the
24 Hours of Le Mans. At the auction
block, a premium has always been
expected with the alloy-body early
120s. Standard steel-body examples
have been approaching this level, but
of course those early models still hold
a 40%-50% advantage.
E-Type Investments
Considered by many the epitome of
the post-war production sportscar is
the early E-Type Jaguar. Flat floors
or side latches for the bonnet add to
the value of the first editions, and
the top-dollar cars at auction are the
Series I roadsters fitted with the 4.2L
engine. With prices seen well over the
$100,000 level and pushing $120,000
in one report, these cars are very safe
returns on the investment of quality
work. Even the later Series III V-12
editions and coupes have seen a 10%15% general rise at auctions from New
Jersey to Los Angeles.
Some of the most difficult cars
to pin values on are the Triumph
TR2 and TR3 roadsters. Outstanding
examples of these cars when new
were few and far between, and many
of today’s restorations exhibit higher
quality fit and finish than production
levels. While the “cheap and cheerful”
restorations are fun to look at, here
again, quality is key. While prices have
generally remained under $15,000
on the auction block, professional
restorations often exceed this level,
which limits the budgets some owners
want to establish for having their cars
redone. But those who are willing
to take a chance may be surprised
in private sales, and it’s just a matter
of time before these TRs’ values
climb up to make them worthwhile
investments.
Even the smaller cars—such
as Sprites, Midgets, and later
Triumphs—are doing very well,
making the higher cost of restoration
and parts a little more bearable
knowing that the final product will
return its value at auction. Cars
that were once entry-level bargainbasement models are now becoming
prized possessions due to nostalgia
interest and a growing segment of the
motoring population wanting to get
involved with the hobby and sport.
However, only those cars that
have scrutinized to the “nth” degree
seem to fare well. Careful buyers, or
their representatives, comb over every
major part of these cars, looking for
short-cuts in restoration skills or
items that the factory never designed
or placed on the cars. As values for the
finest examples have shot up at record
paces, cars that need restoration
or have shoddy workmanship have
remained flat—and in some cases have
actually seen a decline in value. This
is due to rising prices in restoration
skills. Several quality Canadian shops
have noted a major drop in work from
the United States as the Canadian
dollar increases in strength.
Not counting an unforeseen
disaster in the near future, prices
will surely escalate at a pace ahead
of interest rates or many standard
investments. However, auctions can
be fickle, and a model’s popularity
could turn almost overnight. While
financial investments are good, it is
far better to buy, own, maintain, and
restore your British-born sportscar
for the sole purpose of loving its
unique mechanics, wonderful driving
experiences, and the friendships of
those who share your passion.
Always one of the most popular members of the British sportscar set are the early XKs, such as this XK-140 with the very desirable MC
option, selling for a strong $94,000 sell price at Christies’ in Monterey.
Header
The Heit Of Healeydom
Track or show, Jim Heit
has a hit on his hands
By Tom Morr
L
ike many Americans, Jim Heit
of Simi Valley, California, was
bitten by the Brit bug while stationed
overseas. During his stint in Germany,
Jim fell for his first Big Healey: a ’60
BN7 Mk I. Jim enjoyed the car so
much that he shipped it back to North
Dakota when he returned home. But
once he was surrounded by baseball,
hot dogs, apple pie, etcetera, Jim
traded his Healey straight-up for a
’66 Vette.
Eventually, Jim began to suffer
from withdrawal. Yearning for English
elegance, he began looking for another
Big Healy. His quest ended in 1994
when Jim found this ’63 3000 BJ7
parked on a street in Los Angeles’
San Fernando Valley. A California
car, its second owner had bought the
Healey in 1965 and planned to pass it
on to her son. When her son bought
a pickup instead of inheriting the
Healey, the BJ7 was evicted from the
garage. Jim proudly gave the car a new
home with indoor accommodations.
He says, “When I bought it,
the speedo showed 5,000 miles, but
the previous owner boiled-over the
engine, so the ticker was likely turned
back after the rebuild.” The car was
mechanically sound but needed some
“freshening.” Jim sent it to Hans and
Eric at Absolutely British (Ontario,
California) for what became a frameup concours restoration. “The car
was never abused, but they fi xed the
dings,” Jim says. The Healey also
received 72-spoke Triumph wheels
instead of the OE 48-spokers.
Jim’s resto efforts have been
recognized many times. At his first
show, a local British meet back in
1996, Jim won the Concours division.
Other awards include Best BJ7 honors
at the A-H 50th bash in Lake Tahoe
and Best Healey at the 2003 VARA/
Jim prepares to give a thrill ride at
Buttonwillow.
Moss British Extravaganza. One of
Jim’s best memories came from that
Moss show: “An English lady hopped
in for a track ride at Buttonwillow,”
Jim recalls. “She said that it was the
highlight of her weekend.”
Header
Reader Letters
Readers’ Cars
Not For Sale
James Jensen of Sturtevant, Wisconsin, has owned his ’60
MGA 1600 since 1979. Its previous owner abandoned the
MG outside, topless under a tarp. James chipped away
restoring the car, often getting sidetracked: “A few times
I got tired of looking at all the boxes of parts and put it
up for sale,” he says. “Every time someone called, my wife
would tell them it was sold. She said I would regret it.”
James decided to attack the project full-scale in 2000.
He finished in early 2003. “Even though it was February
in Wisconsin and the car still did not have a top, I had to take it for its first ride in over twenty years,” James says. With
the exception of the engine, all the work (including paint) was done in James’ garage. “I would like to thank the Moss
employees and especially my wife, Judy, for the foresight and support to finish the car,” James says. “Now Judy and I are
driving and really enjoying our MGA.”
Mac’s MG
Ken Frick, a commercial photographer in Columbus,
Ohio, is restoring his friend’s former ’53 TD. He says, “Mac
Shaffer was my mentor when I was a photography student
in college. We were dear friends until his passing a number
of years ago. His once-proud TD had collected dust and
other ailments from sitting in his garage for nearly twenty
years.”
The Fricks came to the car’s rescue. Ken’s wife, Cindy,
grew up in a Brit-car family, but neither of them had
experienced a frame-off resto. They’re slowly making
progress on the TD while concurrently rehabbing their
100-year-old house. “Our deadline for finishing is our son
Kevin’s high-school prom,” Ken says. “He’s a freshman and
we’re starting to feel the heat. It will take a few years, and
Kev’s already telling us that this car needs to be on the road
again soon. I think Mac would agree.”
Hogan’s Hero
Steve Hogan bought his Sprite Mk II in 2000 from a
man who’d owned it for 26 years but whose wife nagged
him into selling it. Steve states, “It was completely worn
out, but completely intact too. It was my first and only
mechanical project of this scope, and I used Moss parts
throughout. Now my reward is a wonderful-driving little
car. I think that Sprites and Midgets get a more positive
reaction from strangers because they are more modest
and less intimidating than the swankier models. People
figure that the driver of such an amusing little car must be
approachable. Fixing it up was a lot of work, but I couldn’t
part with my Sprite now anymore than I would my dog.
(My dog likes the rear shelf behind the seats.)”
Please submit photos and brief information about your British sports car (how you acquired it, what you’ve done
to it, what you plan to do to it, and the most enjoyable thing you’ve ever done with the car). Either email an image
(minimum 4x6 inches at 300 dpi; no GIFs or inkjet/laser prints, please) and info to [email protected] or send
non-returnable photos and a letter to “Readers’ Cars,” British Motoring, P.O. Box 847, Goleta, CA 93117 USA.
Readers’ Cars
First-Time Winner
Rick Bucchino bought a decent ’72 MGB in 1998 with the goal of making it a
good-looking driver. Five years and many hours later, Rick won a first-place
trophy at the car’s inaugural show. The process involved a lot of weekend work
and included moving the car twice as Rick relocated around Florida, finally
settling in Bradenton. Along the way, the original Blaze paint was covered by
BRG, and the Navy interior was replaced with a Moss Tan interior kit. The fruit
of Rick’s labors was a first-place trophy at the 2003 All British Field Meet in
Safety Harbor, Florida. He says, “All of this wouldn’t have been possible without
the great parts and advice from Moss Motors.”
British Boomerang
“This 1980 MGB LE is my return to Brit sportscars after owning a TR4 in the
early 1970s,” writes Steve Bloom of Olympia, Washington. Over the past three
years, Steve has replaced his MG’s exhaust manifold and added several other Moss
mechanical spares. “The LE has been a fun and faithful road warrior,” he says, and
Steve’s had so much fun working on it that his British fleet now also includes a
’73 MGB-GT and a ’75 TR6. This photo was taken at the Naval Undersea Warfare
Museum in Keyport, Washington.
“Little Blue”
Ed Fairbanks is the program director of easy-listening radio station Lite 96.1 in
Jacksonville, Florida. When he isn’t going over playlists, Ed likes to listen to the
mellow exhaust sound of his ’74 MGB. “The car has 120,000 miles on her but runs
as if it were only 20,000,” Ed writes. Mechanically sound when Ed bought the car,
he’s since purchased a plethora of replacement parts from Moss: a tan top, cockpit
carpeting, steering wheel, sun visors, seat belts, Rostyle wheels, and much more.
The to-do list includes new trunk carpet and stainless sill plates. Once Ed has the car repainted, he’ll attend to new bumpers
and other exterior updates. Interestingly, Ed doesn’t take his work on the road. As he explains, “The car’s radio is not
functional, and I don’t plan on installing a new one–I don’t want anything to distract from the sheer exhilaration of driving
this magnificent example of British motoring history!”
Happy TR6 Camper
Steve Benelisha of Oxnard, California, bought his ’74 TR6 “as a beater–it had
severe frame damage in the front,” he recounts. Seven years later, the car is
almost there. “I replaced what seemed like everything,” Steve writes. “It now has
Overdrive, the engine is balanced, and it has Konis and updated springs with
urethane bushings in the back.”
Shunning a “correct” restoration, Steve referred to Bill Piggot’s Triumph TR book and decided that he liked the earlier
look (no chrome beading, monochromatic windshield frame). He says, “I suppose I won’t win any shows now, although
I didn’t stray outside of TR changes.” Steve says he meets “all kinds of nice people” every time he takes out the car. He’s
also involved his kids in the triumphant revival, instilling in them an appreciation of classic sportscars. As a reward, he’s
taking his son tent-camping–using the TR.
More Mac ‘N Ts
Ralph Howe buys and sells cars in Lake
Havasu. No wonder: These photos,
both shot with his friend “Mac” Brown,
depict Ralph’s first MG in 1956 and
his most recent (the twenty-ninth
MG Ralph has owned), purchased
in 2003. He woke up his current T
with a Corvette V-8; Moss bumpers
and accessories helped complete the
restoration. “It seems like yesterday
that I was buying parts at the Moss
Motors store on Olympic Boulevard in
Los Angeles...” Ralph writes.
Header
British Value Guide
Austin-Healey Sprite/MG Midget
By Rick Feibusch
T
hese cheap and cheerful little
roadsters were the mainstays of
entry-level sportscar ownership for
decades as well as fierce little battlers
on the racetrack. They still can be seen
as viable contenders in contemporary
SCCA sportscar racing as well as
very capable and competitive vintage
racecars.
This guide will concentrate on
the later Sprites and their MG badgeengineered brother, the MG Midget.
The original “Bugeye” Sprite models
have become timeless, priceless
icons of their era in England and
can command well over $25,000 for
a really nice one with an interesting
story on a good day at the auction.
The very similar later-model cars are
probably the best value in all of car
collecting because they possess all of
the same engineering found in the
icon at a third the price.
The Basic “Bugeye” Sprite
These little roadsters were developed
in the 1950s as the once-basic and
reasonably priced MGs, Porsches,
and Triumphs had become bigger,
more powerful, better appointed, and
considerably more expensive.
Seeing a hole in the market, BMC
management had Donald Healey apply
the same magic that he used to create
the impressive “Big Healeys” and brew
up an inexpensive and basic, sporting
roadster out of their economy-car
parts bins. Using a twin-SU version
of the 948cc A-series engine (as found
under the bonnets of Austin A35s and
Morris Minors); Minor rack & pinion
steering; and Austin front suspension,
rearend, and 13” wheels, the Bugeye
was born!
The body was simple and pleasing
in proportion. The bonnet presented
a cheerful little smiling face that
everyone loved. While no powerhouse,
it did provide all of the exhilaration
of driving a proper English sportscar
for the price of a Volkswagen. It was
all about the image one wanted to
project: devil-may-care, landed gentry
or coffee-house campaigner—
“Could you be a good man and hand
me my ascot?”
The MkII And Beyond
After the Bugeye, the Sprites and their
new badge-engineered brother, the
MG Midget (1961), started adding
upgrades, power, and better brakes.
Each year, the senior MG, Healey,
and Triumph models were fitted with
upgraded features such as roll-up
windows and collapsible tops (rather
than snap-on and removable). As the
years went on, the Spridgets would get
the same.
The Sprite name was lost in about
1970 when importers became sure that
there would be no Austin-Healey 3000
replacement. The Austin-Healey name
was dropped and all of the entry-level
sportsters became MG Midgets.
In mid-1974, the design had to be
completely reworked to comply with
U.S. smog and safety laws. Fitted with
a highly smogged 1500cc Triumph
powertrain, a catalytic converter, and
big rubber bumpers, this governmentspec-inspired compromise would
remain one of the only convertibles
available in the U.S. market until
the early 1980s. These cars are now
referred to as “Spitfidgets.”
Internet Response
I went to the Autox.team.net lists
to find out what owners had to say
about these cars. While the cars are
a bit different from year to year,
the value seems to be based on
condition, upgrades, and the quality
of modifications and the fit and finish.
There are people who prefer the “old
school” sidecurtains and “erector set”
tops and others who swear by the 1967
model because it has all of the good
stuff like a 1275cc engine and disc
brakes, yet no smog or safety add-ons.
David Lieb wrote that he was only
interested in the 1972-74 models with
the rounded rear-wheel arches: “I
happen to like them, and this restricts
the amount of temptation to pick up
more that won’t fit in the garage. I
would not turn down a Bugeye, but
I try to avoid being tempted.” These
were a two-year car because the larger
round opening had to be replaced
with the original-style smaller
“square” arches for more strength
when the “crash bumpers” were fitted
in 1974.
The four-speed close-ratio gearbox has
baulk-ring synchromesh engagement on
second, third and top speeds. A scintillating
“third gear” makes full use of the Sprite’s
acceleration and adds generally to its
“grown up” performance.
British Value Guide
Why Buy A Spridget?
People bought these cars for various
reasons. Some said that their cars
followed them home like a stray dog.
Mike Deikis from Chelsea, Michigan,
said, “It collected me!” Bill Gilroy
from Monroe Township, New Jersey,
commented, “Someone gave me a free
car. One of the most expensive things
you can ever get is a ‘free’ car.”
Others got in because of the low
price. Perry French states, “They are
cheap and I can fit three in one side
of the garage! Mike C. from Michigan
said, “I wanted a little British car and
ended up with the first one that I liked
and could afford, a ’70 Midget.”
Economic issues aside, nostalgia
or extenuating circumstances are just
two reasons to acquire a Spridget.
“I bought my first one in 1963,”
says Mark Endicot from Nashville,
Tennessee, “and promptly ran it under
the rear end of an Oldsmobile. Even
though I only had it for a short time,
I never forgot how much fun it was
to drive and toss around on Indiana
backroads.”
Brad Fornal had commercial
intent: “I bought my first Midget to
make some money off of it, but once
I got it running, it was too damn fun
to drive. I still have it! I also have
three Sprites!” And Rick Lindsay
needed real transportation: “I realized
that I couldn’t, in any reasonable
time unit, complete my 1970 Lotus
Europa project car. So I traded it for
a running, driving, and cosmetically
restored ’76 Midget.”
Biff Jones just lucked out: “I was
looking for a Bugeye but found an
original MkII with only 1,412 miles
on it. Couldn’t pass it up! Besides,
it’s the same as a Bugeye with new
bodywork.” David Riker better
understood what he was looking
for: “I wanted a sportscar that was
affordable, nimble, and that I could
repair myself.”
Right he was! These cars are
simply built and easy to repair. Most
parts are interchangeable from year
to year, so many of the running
upgrades like the 1275cc engines and
disc brakes just bolt into place. A
number of bolt-in upgrades like disc
brakes and Datsun 5-speed overdrive
gearboxes have been developed and are
reasonably available for these cars.
Some consider these as little toys,
something less than “real” cars. Kim
Tonry of Downers Grove, Illinois,
disagrees: “I bought my ’79 Midget
in 1981, two years out of college, and
didn’t have enough work or credit
history to buy an MGB LE in late-1980.
Eight months later, this Midget showed
up on the dealer’s used lot and I bought
it. I’ve driven it all over. I’m in Chicago
and have driven it to the East Coast
(NYC and Boston in ’82), the West
Coast (San Francisco and L.A. in ’83),
the Gulf Coast, the North, and many
other places as well. It now has 112,000
miles on it. I’ve rebuilt the engine,
trans, and front suspension. It is a
ball to drive. I have had several MGBs
and an MGA as well. The Midget is
a very different driving experience.
Very responsive. Feels faster than it is.
Way high on the driving enjoyment
quotient.”
And as for the small size, Rick
Lindsay says, “Like Doctor Who’s
TARDIS, the Midget is larger on
the inside than on the out! The only
different ‘feel’ when seated in the
car comes from the upright seating
position with the steering wheel in
one’s lap. And that is the ideal position
for a rally car as it positions the driver’s
arms in their strongest orientation.”
Kate from Elko, Nevada, ponders,
Model
1958-61 Bugeye
1962-74 Spridgets
1975-78 “Spitfidgets”
“This has both good and bad aspects.
The good is that I never am asked to
carry a large group of people or cargo.
The bad is people in anything larger
that are unable to see it.”
Bad Points To Consider
These cars are very small—not quite
the thing for aging baby-boomers. Try
one out for size before falling in love.
John Deikis states, “It is so small that if
you and your passenger both have takeout coffee, only one person can drink
at a time.” Mike C. from Michigan
reminds us, “It’s very small, but I was
surprised that it actually has more
cabin room and trunk space than a
’95 convertible Corvette. Less leg
room, though.”
Most readers responding
talked of rust. These cars are of unit
construction, so look for serious rust
and poorly repaired body damage.
Frank Clarici from Toms River, New
Jersey, has a rust-belt tolerance for
some of these repairs: “Most rust is
fi xable unless the metal is gone. Floors
are a common rust area but easy to fi x,
as are the sills and lower fenders and
quarters.” David Lieb warns, “Always
check the frame rails where they go
past the engine. Spridgets pioneered
the ‘crumple zone,’ although they
might not have meant to; any front end
accident will generally kill these rails,
and they do not unbolt.”
ESTIMATED PRICES
Project Running Good
$5,000
$8,000
$12,500
$2,500
$3,000
$4,000
$1,500
$2,000
$3,000
Excellent
$15,000
$6,500
$4,000
Concours
$20,000
$10,000
$5,000
Not the ideal carpool vehicle, the Sprite has a cockpit that’s very at home on the track.
British Value Guide • 2005 Event Calendar
Kim Tonry cautions, “The 1500
Midget has a tendency to run hot. It
can get uncomfortable in the car on
highway runs in hot weather, with the
heater and heater vents employed to
cool the engine into the acceptable
range all the while wilting the driver.
Even rougher on the passenger who
has the exhaust under their floor.”
about the same. Their value is more
dependent on condition, restoration
quality, and extras than the year of
manufacture. There doesn’t really
seem to be much of a premium for
originality on these cars if the work
is done well. In fact, a mechanically
updated, chrome-bumpered Spridget
will often be worth more than a
proper original.
gear. Gerard Chateauvieux from San
Francisco advises, “If you’re smart,
buy one that someone has already
done all the hard work and spent all
the money fi xing. It’s much cheaper
(though possibly less fun for the doit-yourselfer) to buy one someone else
has emptied their wallet on. One that
your wife will like, so you don’t end
up sleeping in it.”
Tips From Present Owners
For more information, readers are
encouraged to sign up for the
Autox.team.net British car
newsgroups or digest (a few days of
messages combined into one email)
at http://www.team.net/mailman/
listinfo. They have lists for MG,
MG-T series, Spridget, Big Healeys,
Triumph, Spitfire, Mini, Morris,
TVR, Marcos, and many more.
A must for the truly possessed.
—Rick Feibusch
Comments On Values
There are three distinct categories
of Sprites and Midgets. The Bugeyes
are, by far, worth the most—about
twice the value of the later-series cars.
A real nice Bugeye can be picked up
for about $12,000, but we have seen
superb cars with asking prices in the
$25,000-$30,000 range. A car like this
would be a totally stock, frame-up,
professionally restoration, done on a
perfect, rust-free car.
The post-Bugeye, BMC badgeengineered cars are mostly all worth
Mark Endicott states, “Buy the best
car you can afford. You see a lot of
them for sale that say, ‘$20K spent on
restoration, sacrifice for only $6,500.’
Believe it! We’d all love a Bugeye, but
remember that ugly is only skin-deep.
I like the 1967-74 with the bigger
engine, roll-up windows, and a top
that keeps at least some of the rain
off you.”
Perry French says to try to find
one with later-model (1275) running
2005 Event Calendar
MARCH
MAY
19: British Car Day Show, The British
Motoring Club of New Orleans, New
Orleans, LA, Bill Breithoff, (504) 4888560, www.bmcno.org
7: Britfest, MG Car Club Central
Jersey Center, Succasunna, NJ,
Charles Tregidgo, (201) 612-6595,
[email protected]
19-20: Missouri Endurance Rally, The
MG Club of St. Louis, St. Louis, MO,
Robert Rushing, [email protected]
14-15: Moss Motors/VARA
Buttonwillow British Extravaganza,
Buttonwillow, CA,
Kelvin Dodd, (800) 882-1349,
[email protected]
APRIL
8-10: GoF South, Suncoast Classic MG
Club, Sebring, FL, Susan or Warren
Maxon, (727) 736-1990,
suzy-armana@msn, www.ranjos.
com/Britcars/Britclub.htm
20-24: NAMGAR Regional, North
American MGA Register, Key West, FL,
(972) 422-9593
22-24: The Gathering, Triumph
Club of the Carolinas, Dobson,
NC, Steve Ward, (704) 358-6252,
[email protected],
www.Triumphclub.org
29-5/1: Walter Mitty Vintage Races,
MG TGRM/Classic Motorsports/Moss
Motors/HSR, Road Atlanta, GA,
www.classicmotorsports.com
JUNE
10-12: Gold Cup Historic Races/
Healey Challenge, Virginia
International Raceway,
(888) RACE-099, (434) 822-7700,
www.virclub.com
17-18: Brits on the Brix, Toronto MG
Car Club, Toronto, Canada,
http://mgtoronto.com
19: British Car Field Day, Sussex, WI,
John Stockinger, (262) 521-1072,
[email protected]
26: The Original British Car Day,
Chesapeake Chapter of the
New England MG “T” Register,
Buckeystown, MD, John M. Tokar,
(301) 831-5300, [email protected]
26-7/1: Austin-Healey Conclave,
Winston, NC, Bary Brieton,
(336) 249-8869
JULY
6-9: GoF Central, Bloomingdale, IL,
(708) 442-7380
AUGUST
18-19: Grand Lake Tour, The MG Club
of St. Louis, Grand Rapids, MI,
Robert Rushing, [email protected]
SEPTEMBER
7-10: MG2005, North American MGB
Register, Olympia, WA,
http://MG2005.com
11: Battle of the Brits, Detroit Triumph
Sportscar Club, Sterling Heights, MI,
Suzanne Snyder, (586) 979-4875,
[email protected]
11-15: GoF West, Central Coast MG
Clubs, Buellton, CA, Larry Long,
(805) 937-3784
12-14: Northwest All Triumph DriveIn, Olympia, WA, John Nicon,
(206) 325-8554, [email protected]
12-16: North American MGA Register,
Mackinaw City, MI, Curt Smith, (734)
697-4363, [email protected],
www.gt30blackmga.com
17-18: Colorado Conclave, Denver,
CO, Alan Magnuson, Alan.
[email protected]
26-30: Vintage Triumph Register
National Convention, Illinois Sports
Owners Association, Rockford, IL,
Tim Buja, (815) 332-3119
[email protected],
www.vtr2005.org
31: British Car Show, Positive
Earth Drivers Club, Lakewood,
NJ, Paul Johnson, (732) 681-1686,
[email protected], www.pedc.org
28: Taste of Britain, The Lancaster
County MG Club, Lancaster, PA,
Sally Harbold, (717) 292-0579
OCTOBER
9: Hunt Country Classic, Middleburg,
VA, Tom Herrick, (703) 933-0811,
www.mgcarclubdc.com
Event Submissions: Please send us your event announcements. Include event name, dates, location, sponsoring club, contact person, and all applicable contact
information (telephone numbers, email address, web-page URL). We also welcome photos of your previous events. Please email the highest-possible-resolution digital
images or send color prints or slides to: Kelvin Dodd, British Motoring Events, P.O. Box 847, Goleta, CA 93117, [email protected]
CarMart
AUSTIN-HEALEY
‘52 MGTD: Excellent original cond., always garaged, new Moss
interior. $12,900, [email protected], (818) 422-8032, CA.
‘61 3000 MKI: Hardtop, new front seats piped red, 68K miles, recent top
motor rebuild, new softtop, tonneau, side curtains, exhaust, bumpers,
Heritage certificate, exc. cond. $28,500, Steve Meszkat, (203) 972-6778, CT.
JAG
‘59 MGA 1500 Coupe: 1,500 miles since F/O restoration, black,
Connolly red interior including rare Competition Deluxe seats,
60-spoke chrome wheels (5) and more, exc. driver. $13,900,
(864) 286-9219, [email protected], SC.
’66 E-Type Fixed-Head: Fresh paint, new brown Connolly hide & wool
headliner, all chrome new, phone for details and pictures. $29,500,
(805) 969-0838, CA.
‘93 XJS-6: Rare 5-speed trans, exterior and interior in excellent cond.,
top and tires in good cond., everything works, car runs and drives
superbly, 95K miles. Asking $15,900 OBO, (616) 891-7581 evenings, MI.
MG
‘52 MGTD: 5,000 miles on ground-up restoration, rebuilt original
engine, new top & side curtains, leather interior new brakes & tires,
first place ABFM and club trophies. $19,000, (253) 857-4894, WA.
’60 MGA Coupe: 1800 MGB engine, hi-po exhaust, 1.75" carbs, new
fuel pump & batteries, aluminum valve cover, oil cooler, braided oil
& brake lines, chrome luggage rack, 14" leather Moto steering wheel,
original Shelby mag wheels, air shocks, coilovers, spin-on oil filter.
$10,000, [email protected], (310) 450-0313, CA.
‘62 Midget: Modified, vehicle # GAN2L/25560, engine # 12CC-DA-H
9400, fresh engine overhaul, runs good, minimal rust, 5 wire wheels,
some spare parts, needs TLC. $2,000 OBO, (530) 878-1306 or
(775) 750-0195, NV.
CarMart • Reach 60,000 British Car Enthusiasts for only $10!
MG (con’t)
‘67 MGB-GT: With overdrive, one owner, 87,806 miles. $7,500,
(206) 282-3637, WA.
‘74 MGB-GT: Original owner, always garaged, new chrome spokes,
new Pirellis, electric overdrive, fully restored in 1998, including new
paint and new interior, concours condition. $10,000, (843) 399-1631, SC.
‘78 MGB: Good condition, 60K miles, runs good, garage-kept, white,
black interior, black stripes. $3,995, (717) 786-8833, PA.
‘69 MGB-GT: 4-speed trans, new interior, both floor pans replaced,
rebuilt heads and carbs, recent tune-up, tires new, brakes are good,
body painted several years ago, car starts and runs very good, 86K
miles. Asking $5,900 OBO, (616) 891-7581 evenings, MI.
‘79 MGB: Arizona car, recent restoration, 8,000 miles on rebuilt
engine, new paint, new windshield, new interior, tires, etc. $7,800,
(541) 265-5200, Newport, OR.
‘73 MGB-GT: Very clean car with overdrive, chrome wire wheels,
sunroof, all new interior, excellent running condition. $10,000US,
[email protected], (250) 733-2508, B.C., Canada.
‘79 MGB: Carmine Red, 45,000 miles, top condition, no rust, summer
car, many new parts including top, tires, sound system, and trim rings.
$7,000 OBO, [email protected], (845) 462-0680, NY.
‘74 Midget: Round wheel arch, engine overhauled, straight body,
good top, a good running car, road-worthy, dependable. $4,000 OBO,
(661) 747-8235, CA.
‘74.5 MGB: Clutch, starter, fuel tank/pump renewed, carbs overhauled,
new battery, all 3 covers good, good tires, runs excellent, no rust, any
test. $4,200, (360) 681-7902, WA.
TRIUMPH
‘56 TR3: Small-Mouth: Frame-off restoration, white/red int, TR4
transmission, 2 tops, tonneau & wires. $14,500, (615) 758-8984,
[email protected], TN.
Reach 60,000 British Car Enthusiasts for only $10! • CarMart
‘60 TR3: 3K miles since frame-up restoration, new wires and tires.
$8995, (352) 527-0801, FL.
‘69 Triumph GT6+: Overdrive, new wire wheels, Cherry paint, new
chrome, new interior, new windshield, new tires, new brakes, runs and
drives great. $7,000, (661) 747-8235, CA.
‘79 Spitfire: 45K miles, zero rust, no oil leaks, top good, mechanically
exc., have manuals & orig. stickers, garaged, 3-year restoration, second
owner. $4,000, (810) 655-4878, MI.
OTHER
‘62 TR3B: TCF800L, rebuilt syncro trans, older rebuilt motor, runs great,
excellent top, black leather interior, wire wheels, good price for a good
car! $9,500, [email protected], (661) 296-6390, CA.
‘53 K3 Cad Allard: Many extras: remote brake booster, breakerless
ign., Holley 4-bbl. carb, Hydramatic trans, five 16” new tires on knockoff wire wheels, runs and handles very well. No less than $85,000, Jack,
[email protected], Fresno, CA.
’62 TR4: Total mechanical rebuild front to rear, spares, completely
rust-free NM car, vintage race/rally or road, older paint, minor dings.
$10,500, [email protected], (505) 821-4369, NM.
‘74 Jensen Healey: 5-speed, very good condition, no dings, no rust.
$5,500, B.G. Stewart, (661) 325-7229, CA.
Classified Ad Submissions
‘63 Vitesse Sports 6: European Touring Model, very rare, only 900
made, 4-passenger, convertible, 80% restored. $8,500 OBO,
(559) 229-5214, CA.
All private-party classified ads are $10 per car, photo included. Please send
ad, photo, and remittance to Car Mart, British Motoring, 440 Rutherford St.,
Goleta, CA 93117. Please limit text to 30 words or less and include an asking
price. If paying by credit card, please include account number and expiration
date. Non-returnable photo requirements: print or slide (preferably color) or
a print-quality digital image on disc or CD at a minimum three megapixels
(2048x1536 pixels or 5x7 inches @ 300 dpi), TIFF, Photoshop (PSD), JPEG, or
EPS formats (no GIFs or inkjet/laser prints, please). Cars only, no parts. For
exporter and dealer advertising information, please call (805) 681-3400 x3061.
American Collectors Insurance
“I have been a satisfied customer of American Collectors Insurance since 1982. At that
time I restored my 1965 (registered 1967) Austin Healey 3000 to its present state. I am
a member of the Austin Healey Sports and Touring Club as well as Austin Healey Club USA.
The car has participated in several local collector car shows and recently won two trophies.
I try to drive the car all year and enjoy the interest it generates. It's comforting to know
that it is insured by American Collectors Insurance.”
Kirt Bass
There is no compromise when protecting a loved one, and only the best will do!
American Collectors understands this unique relationship and can provide your
vehicle the protection it deserves. For details including costs, limitations and
conditions, visit our new website at www.AmericanCollectors.com.
• Agreed Value* Coverage paying the FULL INSURED VALUE
in the event of total loss!
• $0 Deductible* on already low collector rates!
• Inflation Guard* to protect your investment!
• Parts Coverage* (up to $500) for that hard-to-find replacement!
For a free insurance quote contact:
AMERICAN COLLECTORS INSURANCE
(800) 360-2277
Agent/broker representation welcome - visit our website or email: [email protected].
Classics • Street Rods • Muscle Cars • Antiques • Street Machines • Motorcycles
Underwritten by American Bankers Insurance Company of Florida and American Security Insurance Company.
* Not available in all states. Not available outside the United States.
BRMOT SUMM

Custom Clamshell TR3

Transcription

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